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MISCONCEPTIONS ABOUT THE TUSKEGEE AIRMEN

Dr. Daniel L. Haulman Air Force Historical Research Agency

22 October 2015

By May 1947, Colonel Noel F. Parrish was a student at the Air Command and

Staff School at Maxwell Air Force Base, after having served as commander of the basic

and advanced flying school at Tuskegee Army Air Field, and commander of that station,

for about five years. During that time, he had become an enemy of racial segregation

within the Army Air Forces, and he wrote a thesis to explain why. A quote from that

thesis is instructive: “Each establishment of a ‘Negro unit’ project was finally covered

with a smoke screen of praise which clouded the issues and obscured the facts.”1 In

another part of the same thesis, Parrish noted that the black units “gathered more than

necessary praise,” and that “military men showed an overwhelming tendency to believe,

repeat, and exaggerate all the stories.” He commented, “Such a situation [segregation]

leads to an exaggeration of both the honors and the defamations.” Philosophically, he

wrote, “When it is difficult to tell which praise is merited, it is certainly difficult to

determine what blame is deserved.”2 Having been deeply involved in the training of

Tuskegee Airmen pilots, and having kept up with their performance during World War II,

Parrish was aware that there were some misconceptions regarding what they did and did

not actually accomplish. He was unquestionably supporting of their success, but he

opposed segregation, preferring that blacks be integrated into the Army Air Forces

without so much concern about race or what one race did as opposed to another.

The members of the 332d Fighter Group and the 99th, 100th, 301st, and 302d

Fighter Squadrons during World War II are remembered in part because they were the

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only African-American pilots who served in combat with the United States armed forces

during World War II. Because they trained at Tuskegee Army Air Field before and

during the war, they are sometimes called the Tuskegee Airmen. In the more than sixty

years since World War II, several stories have grown up about the Tuskegee Airmen,

some of them true and some of them false. This paper focuses on forty-three

misconceptions about the Tuskegee Airmen that, in light of the historical documentation

available at the Air Force Historical Research Agency, and sources at the Air University

Library, are not accurate. That documentation includes monthly histories of the 99th

Fighter Squadron, the 332d Fighter Group and the 477th Bombardment Group, the 332d

Fighter Group’s daily narrative mission reports, orders issued by the Twelfth and

Fifteenth Air Forces, Fifteenth Air Force mission folders, missing air crew reports,

histories of Tuskegee Army Air Field, and other documents.

I will address each of the following forty-three misconceptions separately:

1. The misconception of inferiority

2. The misconception of “never lost a bomber”

3. The misconception of the deprived ace

4. The misconception of being first to shoot down German jets

5. The misconception that the Tuskegee Airmen sank a German destroyer

6. The misconception of the “Great Train Robbery”

7. The misconception of Superiority

8. The misconception that the Tuskegee Airmen units were all black

9. The misconception that all Tuskegee Airmen were fighter pilots who flew red-tailed

P-51s to escort bombers

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10. The misconception that after a flight with a black pilot at Tuskegee, Eleanor

Roosevelt persuaded the President to establish a black flying unit in the Army Air Corps

11. The misconception that the Tuskegee Airmen earned 150 Distinguished Flying

Crosses during World War II

12. The misconception that the Tuskegee Airmen were the first to implement a “stick

with the bombers” policy

13. The misconception that the 332nd Fighter Group was the only one to escort Fifteenth

Air Force bombers over Berlin

14. The misconception that the 99th Fighter Squadron, unlike the white fighter squadrons

with which it served, at first flew obsolete P-40 airplanes

15. The misconception that the training of black pilots for combat was an experiment

designed to fail.

16. The misconception of the hidden trophy

17. The misconception that the outstanding World War II record of the Tuskegee Airmen

alone convinced President Truman to desegregate the armed forces of the United States

18. The misconception that 332nd Fighter Group was the only group to paint the tails of

its fighters a distinctive color, to distinguish them from the fighters of the other fighter

escort groups

19. The misconception that all black military pilot training during World War II took

place at Tuskegee Institute

20. The misconception that the Tuskegee Airmen were the only fighter pilots following

the official policy of “sticking with the bombers”

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21. The misconception that the Tuskegee Airmen’s 332nd Fighter Group flew more

different kinds of aircraft in combat than any other Army Air Forces group during World

War II

22. The misconception that the Tuskegee Airmen belonged to some of the most highly

decorated units in U.S. military history

23. The misconception that the Tuskegee Airmen never got the recognition they

deserved

24. The misconception that Tuskegee Airman Charles McGee flew more combat

missions than any other pilot in the Air Force

25. The misconception that all U.S. black military pilots during World War II were

Tuskegee Airmen in the Army Air Forces

26. The misconception that Daniel “Chappie” James, the first four-star black general in

the U.S. military services, was among the leaders of the “Freeman Field Mutiny” in April

1945

27. The misconception that the Tuskegee Airmen’s 332nd Fighter Group flew more

combat missions than any other unit in Europe during World War II

28. The misconception that Col. Benjamin O. Davis, Jr., by ordering his pilots to “stick

with the bombers,” put his pilots in greater danger than the white pilots, and gave them

less opportunity to become aces

29. The misconception that Charles Alfred “Chief” Anderson taught himself how to fly

30. The misconception that Congress passed a law to create the first black flying unit

31. The misconception that black organizations and black newspapers all supported the

training of black pilots at Tuskegee

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32. The misconception that most of the flying instructors of the Tuskegee Airmen were

black.

33. The misconception that Moton Field, location of the Tuskegee Airmen National

Historic Site, was Tuskegee Army Air Field, where most black flying training took place

during World War II

34. The misconception that the Tuskegee Airmen won the 1949 USAF gunnery meet in

Las Vegas, defeating all other fighter groups in the Air Force

35. The misconception that Tuskegee Airman Daniel “Chappie” James was an ace

36. The misconception that Tuskegee Airman Benjamin O. Davis, Jr. graduated top in

his class at the United States Military Academy at West Point

37. The misconception that there were “second-generation Tuskegee Airmen”

38. The misconception that each of the Tuskegee Airmen was awarded a Congressional

Gold Medal, or that they were each awarded the Medal of Honor

39. The misconception that when the Tuskegee Airmen returned to the United States

after combat overseas, no one welcomed them

40. The misconception that the Tuskegee Airmen were instrumental in the defeat of

German forces in North Africa.

41. The misconception that all black personnel in the Army Air Forces during World

War II were Tuskegee Airmen.

42. The misconception that Tuskegee Airman Leo Gray flew the last mission in Europe

during World War II.

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43. The misconception that all black officers at Freeman Field, Indiana, in April 1945,

refused to sign a new base regulation requiring segregated officers clubs, and were

arrested as a result.

1. THE MISCONCEPTION OF INFERIORITY

The first misconception regarding the Tuskegee Airmen was that they were

inferior. The myth was that black men were inferior to white men, and lacked the ability

to perform certain tasks, such as flying a fighter effectively in combat.

The airplane was invented in 1903, and the military acquired its first airplanes and

pilots in 1909, but black men were not allowed to be pilots in the American military until

the 1940s. During World War I, there were no black pilots in the American military. In

October, 1925, the War College of the U.S. Army issued a memorandum entitled, “The

Use of Negro Manpower in War,” which reflected the racial prejudice of white army

leaders of the time. It claimed that Negroes were inferior to whites and encouraged

continued segregation within the Army. It recommended that blacks be allowed to do

certain menial tasks, but not others that would require more intelligence.3

In 1941, President Franklin D. Roosevelt directed the War Department to begin

training black pilots, which the Army Air Corps reluctantly began to do, but only on a

segregated basis. The first class of black pilots in the U.S. military graduated in March

1942, and they were assigned to the 99th Fighter Squadron, the first black flying unit in

American history. A little over a year later, the 99th Fighter Squadron finally was

allowed to deploy overseas for combat, but only while attached to white fighter groups.

One of those white fighter groups was the 33rd. Its commander, Colonel William

Momyer, did not want a black squadron attached to his group, and became convinced that

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it should be taken out of combat because of poor performance. In September 1943,

Momyer sent his recommendation to Major General Edwin J. House, commander of the

XII Air Support Command, who forwarded them to Major General John K. Cannon,

Deputy Commander of the Northwest African Tactical Air Force.4

The so-called “House memorandum,” went up the chain of command all the way

to the headquarters of the Army Air Forces. In response the War Department conducted

an official study to compare the performance of the 99th Fighter Squadron with that of

other P-40 units in the Twelfth Air Force. The subsequent report, released on March 30,

1944, concluded that the 99th Fighter Squadron had performed as well as the white P-40

squadrons with which it flew in the Mediterranean Theater of Operations. The 99th

Fighter Squadron was allowed to stay in combat, although it was attached to another

white fighter group.5

In the meantime, the 332nd Fighter Group, the first black flying group, and its

three squadrons, the 100th, 301st, and 302nd Fighter Squadrons, deployed to Italy for

combat duty. In the summer of 1944, the 332nd Fighter Group began a new mission of

escorting heavy bombers for the Fifteenth Air Force, and the 99th Fighter Squadron was

assigned to it. For the bomber escort mission, the Tuskegee Airmen began flying red-

tailed P-51 Mustang airplanes, the best fighter aircraft type in the Army Air Forces.

Their range and speed allowed them to protect the bombers against enemy fighters.

During its combat with the Fifteenth Air Force, the 332nd Fighter Group was one

of seven fighter escort groups, four that flew P-51s and three that flew P-38s. During the

period from June 1944 to the end of April 1945, the 332nd Fighter Group shot down more

enemy airplanes than two of the other groups, both of which flew P-38s. In other words,

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the Tuskegee Airmen shot down more enemy airplanes than two of the white fighter

escort groups in the same period, but the fewest enemy airplanes compared to the other

three P-51 units.6

It is possible that the Tuskegee Airmen shot down fewer enemy aircraft than the

other P-51 fighter groups, and had no aces with five aerial victory credits, because they

were staying closer to the bombers they were escorting. The total number of Fifteenth

Air Force bombers shot down by enemy aircraft between June 1944 and May 1945, when

the 332nd Fighter Group was assigned to the Fifteenth Air Force, was 303. The total

number of 332nd Fighter Group-escorted bombers shot down by enemy aircraft was 27.

Subtracting 27 bombers from the 303 total shot down by enemy aircraft leaves 276

bombers shot down by enemy aircraft while under the escort of one or more of the other

six fighter groups in the Fifteenth Air Force. Dividing 276 by six, one finds that 46 is the

average number of bombers shot down by enemy aircraft when those bombers were

under the escort of one of the other fighter groups. The Tuskegee Airmen lost only 27,

significantly fewer bombers than the average number lost by the other fighter groups in

the Fifteenth Air Force. In other words, the Tuskegee Airmen lost significantly fewer

bombers to enemy airplanes than average of the other fighter groups.7 In terms of

numbers of enemy aircraft shot down, the Tuskegee Airmen record was worse than that

of the other P-51 groups in the same period, but in terms of the number of bombers that

returned safely under their protection, the Tuskegee Airmen record was better.

TABLE I: FIGHTER GROUPS OF THE FIFTEENTH AIR FORCE IN WORLD WAR II Organization Total aerial victories June

1944-April 1945 1st Fighter Group 72

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14th Fighter Group 85 31st Fighter Group 278 52d Fighter Group 224.5 82d Fighter Group 106 325th Fighter Group 252 332d Fighter Group 94 Sources: USAF Historical Study No. 85, “USAF Credits for the Destruction of Enemy Aircraft, World War II” (Washington, DC: Office of Air Force History, 1978);; Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983). TABLE II: FIFTEENTH AIR FORCE HEAVY BOMBERS LOST, JUNE 1944-MAY 1945 (WHEN 332ND FIGHTER GROUP ASSIGNED TO FIFTEENTH AIR FORCE)

Month Year Number of Heavy Bombers Lost to Enemy Aircraft

June 1944 85 July 1944 94

August 1944 91 September 1944 7

October 1944 0 November 1944 1 December 1944 18

January 1945 0 February 1945 0 March 1945 7 April 1945 0 May 1945 0

TOTAL June 1944-April 1945

303

Source: Army Air Forces Statistical Digest for World War II, 1946 (Washington, DC: Statistical Control Division, Office of Air Comptroller, June 1947) p. 256 Table 160 2. THE MISCONCEPTION OF “NEVER LOST A BOMBER”

Another misconception that developed during the last months of the war is the

story that no bomber under escort by the Tuskegee Airmen was ever shot down by enemy

aircraft. A version of this misconception appears in Alan Gropman’s book, The Air

Force Integrates (Washington, DC: Office of Air Force History, 1985), p. 14: “Their

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record on escort duty remained unparalleled. They never lost an American bomber to

enemy aircraft.” This misconception originated even before the end of World War II, in

the press. A version of the statement first appeared in a March 10, 1945 issue of Liberty

Magazine, in an article by Roi Ottley, who claimed that the black pilots had not lost a

bomber they escorted to enemy aircraft in more than 100 missions. The 332d Fighter

Group had by then flown more than 200 missions. Two weeks after the Ottley article, on

March 24, 1945, another article appeared in the Chicago Defender, claiming that in more

than 200 missions, the group had not lost a bomber they escorted to enemy aircraft. In

reality, bombers under Tuskegee Airmen escort were shot down on seven different days:

June 9, 1944; June 13, 1944; July 12, 1944; July 18, 1944; July 20, 1944; August 24,

1944; and March 24, 1945.8 Moreover, the Tuskegee Airmen flew 311 missions for the

Fifteenth Air Force between early June 1944 and late April 1945, and only 179 of those

missions escorted bombers.

Alan Gropman interviewed General Benjamin O. Davis, Jr., years after World

War II, and specifically asked him if the “never lost a bomber” statement were true.

General Davis replied that he questioned the statement, but that it had been repeated so

many times people were coming to believe it (AFHRA call number K239.0512-1922). 9

Davis himself must have known the statement was not true, because his own citation for

the Distinguished Flying Cross, contained in Fifteenth Air Force General Order 2972

dated 31 August 1944, noted that on June 9, 1944,“Colonel Davis so skillfully disposed

his squadrons that in spite of the large number of enemy fighters, the bomber formation

suffered only a few losses.”10

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In order to determine whether or not bombers under the escort of the Tuskegee

Airmen were ever shot down by enemy aircraft during World War II, I practiced the

following method.

First, I determined which bombardment wing the Tuskegee Airmen were

escorting on a given day, and when and where that escort took place. I found this

information in the daily narrative mission reports of the 332d Fighter Group, which are

filed with the group’s monthly histories from World War II. The call number for these

documents at the Air Force Historical Research Agency is GP-332-HI followed by the

month and year.

Next, I determined which bombardment groups were in the bombardment wing

that the Tuskegee Airmen were escorting on the day in question. I found this information

in the daily mission folders of the Fifteenth Air Force. The Fifteenth Air Force daily

mission folders also contain narrative mission reports for all the groups that took part in

missions on any given day, including reports of both the fighter and bombardment

groups, as well as the wings to which they belonged. The call number for these

documents at the Air Force Historical Research Agency is 670.332 followed by the date.

The bombardment group daily mission reports show which days bombers of the group

were shot down by enemy aircraft.

Next, I checked the index of the Missing Air Crew Reports, to see if the groups

that the Tuskegee Airmen were escorting that day lost any aircraft. If any aircraft of

those groups were lost that day, I recorded the missing air crew report numbers. This

index of Missing Air Crew Reports is located in the archives branch of the Air Force

Historical Research Agency. The Missing Air Crew Reports usually confirmed the

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bomber loss information contained in the bombardment group daily narrative mission

reports.

Finally, I looked at the individual Missing Air Crew Reports of the Tuskegee

Airmen-escorted groups that lost airplanes on that day to see when the airplanes were

lost, where the airplanes were lost, and whether the airplanes were lost because of enemy

aircraft fire, enemy antiaircraft fire, or some other cause. The Missing Air Crew Reports

note that information for each aircraft lost, with the aircraft type and serial number, and

usually also contain witness statements that describe the loss. For lost bombers, the

witnesses were usually the crew members of other bombers in the same formation, or

members of the crews of the lost bombers themselves, after they returned. The Missing

Air Crew Reports are filed on microfiche in the archives branch of the Air Force

Historical Research Agency.

Using this procedure, I determined conclusively that on at least seven days,

bombers under the escort of the Tuskegee Airmen’s 332d Fighter Group were shot down

by enemy aircraft. Those days include June 9, 1944; June 13, 1944; July 12, 1944; July

18, 1944; July 20, 1944; August 24, 1944; and March 24, 1945.11

TABLE III: BOMBERS SHOT DOWN BY ENEMY AIRCRAFT WHILE FLYING

IN GROUPS THE 332D FIGHTER GROUP WAS ASSIGNED TO ESCORT

DATE TIME LOCATION TYPE SERIAL NUMBER

WG

GP MACR

9 June 1944 0905 46 40 N, 12 40 E B-24 42-78219 304 459 6317 9 June 1944 0907 46 00 N, 12 40 E B-24 42-52318 304 459 6179

13 June 1944

0900 Porogruardo, Italy

B-24 42-94741 49 484 6097

12 July 1944

1050 20 miles SE of Mirabeau,

France

B-24 42-52723 49 461 6894

12 July 1051 10 miles E of B-24 42-78202 49 461 6895

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1944 Mirabeau, France

12 July 1944

1105 43 43 N, 05 23 E B-24 42-78291 49 461 7034

18 July 1944

1045-1100 near Memmingen

B-17 42-107179 5 483 6856

18 July 1944

1045-1100 near Memmingen

B-17 42-107008 5 483 6953

18 July 1944

1045-1100 near Memmingen

B-17 42-102862 5 483 6954

18 July 1944

1045-1100 near Memmingen

B-17 44-6174 5 483 6975

18 July 1944

1045-1100 near Memmingen

B-17 42-97671 5 483 6976

18 July 1944

1045-1100 near Memmingen

B-17 42-102382 5 483 6977

18 July 1944

1045-1100 near Memmingen

B-17 42-107170 5 483 6978

18 July 1944

1045-1100 near Memmingen

B-17 42-102923 5 483 6979

18 July 1944

1045-1100 near Memmingen

B-17 42-102927 5 483 6980

18 July 1944

1045-1100 near Memmingen

B-17 42-97584 5 483 6981

18 July 1944

1045-1100 near Memmingen

B-17 42-46267 5 483 7097

18 July 1944

1045-1100 near Memmingen

B-17 42-102422 5 483 7098

18 July 1944

1045-1100 near Memmingen

B-17 44-6177 5 483 7099

18 July 1944

1045-1100 near Memmingen

B-17 42-107172 5 483 7153

18 July 1944

1104 47 54 N, 10 40 E B-17 42-102943 5 301 7310

20 Jul 1944 1000 45 38 N, 12 28 E B-24 44-40886 55 485 6914 20 Jul 1944 0954 45 38 N, 12 28 E B-24 42-78361 55 485 6919

24 Aug 1944

1245-1247 49 28 N, 15 25 E B-17 42-31645 5 97 7971

24 Mar 1945

1200 52 05 N, 13 10 E B-17 44-6283 5 463 13278

24 Mar 1945

1208 51 00 N, 13 10 E B-17 44-6761 5 463 13274

24 Mar 1945

1227 Berlin target area

B-17 44-8159 5 463 13375

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Primary Sources: Daily mission reports of the 332d Fighter Group (Air Force Historical Research Agency call number GP-332-HI); Daily mission reports of the bombardment groups the 332d Fighter Group was assigned to escort per day, from the daily mission folders of the Fifteenth Air Force (Air Force Historical Research Agency call number 670.332); Microfiche of Missing Air Crew Reports (MACRs) at the Air Force Historical Research Agency, indexed by date and group. 3. THE MISCONCEPTION OF THE DEPRIVED ACE

Another popular misconception that circulated after World War II is that white

officers were determined to prevent any black man in the Army Air Forces from

becoming an ace, and therefore reduced the aerial victory credit total of Lee Archer from

five to less than five to accomplish their aim. A version of this misconception appears in

the Oliver North compilation, War Stories III ((Washington, DC: Regnery Publishing,

Inc., 2005), p. 152, in which Lee Archer is quoted as saying “I figure somebody up the

line just wasn’t ready for a black guy to be an ace.” In the same source, Archer claimed

that one of his five victories was reduced to a half, and no one knew who got the other

half.12 Another version of the story is contained in an interview of Lee Archer by Dr.

Lisa Bratton conducted on 13 Mar 2001 in New York, NY. Archer claimed that he shot

down five enemy airplanes, without specifying the dates, and that one of his victories was

cut in half and given to another pilot named Freddie Hutchins, leaving him with 4.5. He

also claimed, in the same interview, that the American Fighter Aces Association honored

him, implying that the association had named him an ace at last.13

In reality, according to the World War II records of the 332d Fighter Group and

its squadrons, which were very carefully kept by members of the group, Lee Archer

claimed a total of four aerial victories during World War II, and received credit for every

claim.14 Moreover, there is no evidence that Lt. Freddie Hutchins earned any half credit,

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with the other half credit going to Archer. In fact, Hutchins earned a full credit for

shooting down an enemy aircraft on July 26, 1944. The mission report for that day,

which lists all the claims from the mission, does not list Archer.15 The order that awarded

the credit to Hutchins on July 26 was issued on August 6, 1944, and it was the same order

that awarded a credit to Archer for 18 July 1944.16

The misconception that Lee Archer was an ace was perpetuated in part because of

an excerpt in the book The Tuskegee Airmen (Boston: Bruce Humphries, Inc., 1955), by

Charles E. Francis. In that book, Francis mentions an aerial victory for July 20, 1944,

but the history of the 332d Fighter Group for July 1944, the mission report of the 332d

Fighter Group for July 20, 1944, and the aerial victory credit orders issued by the

Fifteenth Air Force in 1944 do not support Francis’ claim. The documents show that Lee

Archer did not claim to have shot down an enemy aircraft that day, and did not receive

credit for such a claim, either.17

World War II documents, including monthly histories of the 332d Fighter Group

and Twelfth and Fifteenth Air Force general orders awarding aerial victory credits show

that Lee Archer claimed and was awarded a total of four aerial victory credits during

World War II, one on July 18, 1944, and three on October 12, 1944. There is no

evidence among these documents that Lee Archer ever claimed any more than four

enemy aircraft destroyed in the air during the war, and he was never awarded any more

than four. A fifth was never taken away or downgraded to half. Moreover, there is no

evidence, among the documents, that there was any effort to prevent any members of the

332d Fighter Group from becoming an ace. If someone had reduced one of his July

credits to a half, or taken it away entirely, that person would have had no way of knowing

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that Archer would get credit for three more aircraft months later, in October, and

approach ace status. When claims were made, they were recorded and evaluated by a

victory credit board that decided, using witness statements and gun camera film, whether

to award credits, which were confirmed by general orders of the Fifteenth Air Force.

There is no evidence that the black claims were treated any differently than the white

claims. If there had been such discrimination in the evaluation of claims, Colonel

Benjamin O. Davis, Jr., the leader of the group would have most likely complained, and

there is no evidence of any such complaint. To think that someone or some group was

totaling the number of aerial victory credits of each of the members of the various

squadrons of the 332d Fighter Group and intervening to deny credit to anyone who might

become an ace is not consistent with the aerial victory credit procedures of the day.

TABLE IV. CHRONOLOGICAL TABLE OF 332D FIGHTER GROUP AERIAL VICTORY CREDITS

Date Name Unit Downed GO # 2 Jul 1943 1 Lt Charles B. Hall 99 FS 1 FW-190 32 XII ASC 7 Sep 43 27 Jan 1944 2 Lt Clarence W. Allen 99 FS 0.5 FW-190 66 XII AF 24 May 44 1 Lt Willie Ashley Jr. 99 FS 1 FW-190 122 XII AF 7 Aug 44 2 Lt Charles P. Bailey 99 FS 1 FW-190 66 XII AF 24 May 44 1 Lt Howard Baugh 99 FS 1 FW-190

0.5 FW-190 122 XII AF 7 Aug 44 66 XII AF 24 May 44

Cpt Lemuel R. Custis 99 FS 1 FW-190 122 XII AF 7 Aug 44 1 Lt Robert W. Deiz 99 FS 1 FW-190 66 XII AF 24 May 44 2 Lt Wilson V. Eagleson 99 FS 1 FW-190 66 XII AF 24 May 44 1 Lt Leon C. Roberts 99 FS 1 FW-190 122 XII AF 7 Aug 44 2 Lt Lewis C. Smith 99 FS 1 FW-190 66 XII AF 24 May 44 1 Lt Edward L. Toppins 99 FS 1 FW-190 81 XII AF 22 Jun 44 28 Jan 1944 1 Lt Robert W. Deiz 99 FS 1 FW-190 122 XII AF 7 Aug 44 Cpt Charles B. Hall 99 FS 1 FW-190

1 ME-109 64 XII AF 22 May 44

5 Feb 1944 1 Lt Elwood T. Driver 99 FS 1 FW-190 66 XII AF 24 May 44 7 Feb 1944 2 Lt Wilson V. Eagleson 99 FS 1 FW-190 122 XII AF 7 Aug 44 2 Lt Leonard M. Jackson 99 FS 1 FW-190 66 XII AF 24 May 44 1 Lt Clinton B. Mills 99 FS 1 FW-190 66 XII AF 24 May 44 9 Jun 1944 1 Lt Charles M. Bussy 302 FS 1 ME-109 1473 XV AF 30 Jun 44

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2 Lt Frederick D. Funderburg

301 FS 2 ME-109s 1473 XV AF 30 Jun 44

1 Lt Melvin T. Jackson 302 FS 1 ME-109 1473 XV AF 30 Jun 44 1 Lt Wendell O. Pruitt 302 FS 1 ME-109 1473 XV AF 30 Jun 44 12 Jul 1944 1 Lt Harold E. Sawyer 301 FS 1 FW-190 2032 XV AF 23 Jul 44 1 Lt Joseph D. Elsberry 301 FS 3 FW-190 2466 XV AF Aug 44 16 Jul 1944 1 Lt Alfonza W. Davis 332 FG 1 MA-205 2030 XV AF 23 Jul 44 2 Lt William W. Green Jr 302 FS 1 MA-202 2029 XV AF 23 Jul 44 17 Jul 1944 1 Lt Luther H. Smith Jr. 302 FS 1 ME-109 2350 XV AF 6 Aug 44 2 Lt Robert H. Smith 302 FS 1 ME-109 2350 XV AF 6 Aug 44 1 Lt Laurence D. Wilkins 302 FS 1 ME-109 2350 XV AF 6 Aug 44 18 Jul 1944 2 Lt Lee A. Archer 302 FS 1 ME-109 2350 XV AF 6 Aug 44 1 Lt Charles P. Bailey 99 FS 1 FW-190 2484 XV AF 11 Aug 44 1 Lt Weldon K. Groves 302 FS 1 ME-109 2350 XV AF 6 Aug 44 18 Jul 1944 1 Lt Jack D. Holsclaw 100 FS 2 ME-109s 2202 XV AF 31 Jul 44 2 Lt Clarence D. Lester 100 FS 3 ME-109s 2202 XV AF 31 Jul 44 2 Lt Walter J. A. Palmer 100 FS 1 ME-109 2202 XV AF 31 Jul 44 2 Lt Roger Romine 302 FS 1 ME-109 2350 XV AF 6 Aug 44 Cpt Edward L. Toppins 99 FS 1 FW-190 2484 XV AF 11 Aug 44* 2 Lt Hugh S. Warner 302 FS 1 ME-109 2350 XV AF 6 Aug 44 20 Jul 1944 Cpt Joseph D. Elsberry 301 FS 1 ME-109 2284 XV AF 3 Aug 44 1 Lt Langdon E. Johnson 100 FS 1 ME-109 2202 XV AF 31 Jul 44 Cpt Armour G. McDaniel 301 FS 1 ME-109 2284 XV AF 3 Aug 44 Cpt Edward L. Toppins 99 FS 1 ME-109 2484 XV AF 11 Aug 44 25 Jul 1944 1 Lt Harold E. Sawyer 301 FS 1 ME-109 2284 XV AF 3 Aug 44 26 Jul 1944 1 Lt Freddie E. Hutchins 302 FS 1 ME-109 2350 XV AF 6 Aug 44 1 Lt Leonard M. Jackson 99 FS 1 ME-109 2484 XV AF 11 Aug 44 2 Lt Roger Romine 302 FS 1 ME-109 2350 XV AF 6 Aug 44 Cpt Edward L. Toppins 99 FS 1 ME-109 2484 XV AF 11 Aug 44 27 Jul 1944 1 Lt Edward C. Gleed 301 FS 2 FW-190s 2284 XV AF 3 Aug 44 2 Lt Alfred M. Gorham 301 FS 2 FW-190s 2284 XV AF 3 Aug 44 Cpt Claude B. Govan 301 FS 1 ME-109 2284 XV AF 3 Aug 44 2 Lt Richard W. Hall 100 FS 1 ME-109 2485 XV AF 11 Aug 44 1 Lt Leonard M. Jackson 99 FS 1 ME-109 2484 XV AF 11 Aug 44 1 Lt Felix J. Kirkpatrick 302 FS 1 ME-109 2350 XV AF 6 Aug 44 30 Jul 1944 2 Lt Carl E. Johnson 100 FS 1 RE-2001 2485 XV AF 11 Aug 44 14 Aug 1944 2 Lt George M. Rhodes Jr. 100 FS 1 FW-190 2831 XV AF 25 Aug 44 23 Aug 1944 FO William L. Hill 302 FS 1 ME-109 3538 XV AF 21 Sep 44 24 Aug 1944 1 Lt John F. Briggs 100 FS 1 ME-109 3153 XV AF 6 Sep 44 1 Lt Charles E. McGee 302 FS 1 FW-190 3174 XV AF 7 Sep 44 1 Lt William H. Thomas 302 FS 1 FW-190 449 XV AF 31 Jan 45 12 Oct 1944 1 Lt Lee A. Archer 302 FS 3 ME-109s 4287 XV AF 1 Nov 44 Cpt Milton R. Brooks 302 FS 1 ME-109 4287 XV AF 1 Nov 44 1 Lt William W. Green Jr. 302 FS 1 HE-111 4287 XV AF 1 Nov 44 Cpt Wendell O. Pruitt 302 FS 1 HE-111 4287 XV AF 1 Nov 44

18

1 ME-109 1 Lt Roger Romine 302 FS 1 ME-109 4287 XV AF 1 Nov 44 1 Lt Luther H. Smith Jr. 302 FS 1 HE-111 4604 XV AF 21 Nov 44 16 Nov 1944 Cpt Luke J. Weathers 302 FS 2 ME-109s 4990 XV AF 13 Dec 44 16 Mar 1945 1 Lt William S. Price III 301 FS 1 ME-109 1734 XV AF 24 Mar 45 24 Mar 1945 2 Lt Charles V. Brantley 100 FS 1 ME-262 2293 XV AF 12 Apr 45 1 Lt Roscoe C. Brown 100 FS 1 ME-262 2293 XV AF 12 Apr 45 1 Lt Earl R. Lane 100 FS 1 ME-262 2293 XV AF 12 Apr 45 31 Mar 1945 2 Lt Raul W. Bell 100 FS 1 FW-190 2293 XV AF 12 Apr 45 2 Lt Thomas P. Brasswell 99 FS 1 FW-190 2292 XV AF 12 Apr 45 1 Lt Roscoe C. Brown 100 FS 1 FW-190 2293 XV AF 12 Apr 45 Maj William A. Campbell 99 FS 1 ME-109 2292 XV AF 12 Apr 45 2 Lt John W. Davis 99 FS 1 ME-109 2292 XV AF 12 Apr 45 2 Lt James L. Hall 99 FS 1 ME-109 2292 XV AF 12 Apr 45 31 Mar 1945 1 Lt Earl R. Lane 100 FS 1 ME-109 2293 XV AF 12 Apr 45 FO John H. Lyle 100 FS 1 ME-109 2293 XV AF 12 Apr 45 1 Lt Daniel L. Rich 99 FS 1 ME-109 2292 XV AF 12 Apr 45 2 Lt Hugh J. White 99 FS 1 ME-109 2292 XV AF 12 Apr 45 1 Lt Robert W. Williams 100 FS 2 FW-190s 2293 XV AF 12 Apr 45 2 Lt Bertram W. Wilson Jr. 100 FS 1 FW-190 2293 XV AF 12 Apr 45 1 Apr 1945 2 Lt Carl E. Carey 301 FS 2 FW-190s 2294 XV AF 12 Apr 45 2 Lt John E. Edwards 301 FS 2 ME-109s 2294 XV AF 12 Apr 45 FO James H. Fischer 301 FS 1 FW-190 2294 XV AF 12 Apr 45 2 Lt Walter P. Manning 301 FS 1 FW-190 2294 XV AF 12 Apr 45 2 Lt Harold M. Morris 301 FS 1 FW-190 2294 XV AF 12 Apr 45 1 Lt Harry T. Stewart 301 FS 3 FW-190s 2294 XV AF 12 Apr 45 1 Lt Charles L. White 301 FS 2 ME-109s 2294 XV AF 12 Apr 45 15 Apr 1945 1 Lt Jimmy Lanham 301 FS 1 ME-109 3484 XV AF 29 May 45 26 Apr 1945 2 Lt Thomas W. Jefferson 301 FS 2 ME-109s 3362 XV AF 23 May 45 1 Lt Jimmy Lanham 301 FS 1 ME-109 3362 XV AF 23 May 45 2 Lt Richard A. Simons 100 FS 1 ME-109 2990 XV AF 4 May 45

*order says credit was 16 Jul 1944, but history says 18 Jul 1944

During World War II, the only African-American pilots in the Army Air Forces

who flew in combat served in the 99th, 100th, 301st, and 302nd Fighter Squadrons and the

332nd Fighter Group. None of these pilots earned more than four aerial victory credits.

None of them became an ace, with at least five aerial victory credits. Were the Tuskegee

Airmen who earned four aerial victory credits sent home in order to prevent a black pilot

from becoming an ace?

19

That is very doubtful. 1st Lt. Lee Archer was deployed back to the United States

the month after he scored his fourth aerial victory credit, and the same month he received

his fourth aerial victory credit. Captain Edward Toppins was deployed back to the

United States the second month after he scored his fourth aerial victory credit, and the

month after he received credit for it. However, Captain Joseph Elsberry earned his fourth

aerial victory credit in July 1944, and received credit for it early in August 1944. He did

not redeploy to the United States until December 1944. If there was a policy of sending

Tuskegee Airmen with four aerial victory credits home, in order to prevent a black man

from becoming an ace, the case of Captain Joseph Elsberry contradicts it, because he was

not sent home until four months after his fourth aerial victory credit was awarded, and

five months after he scored it. It is more likely that the pilots who deployed back to the

United States did so after having completed the number of missions they needed to finish

their respective tours of duty.

TABLE V: TABLE OF TUSKEGEE AIRMEN WITH FOUR AERIAL VICTORIES Name and rank at time of fourth aerial victory credit

Fighter Group

Fighter Squadron

Date of fourth aerial victory

Date of award of fourth aerial victory credit

Month of redeployment to the United States

1st Lt Lee Archer

332 302 12 October 1944

1 Nov 1944 November 1944

Captain Joseph Elsberry

332 301 20 July 1944 3 Aug 1944 December 1944

Captain Edward Toppins

332 99 26 July 1944 11 Aug 1944 September 1944

20

Sources: Fifteenth Air Force general orders awarding aerial victory credits; monthly histories of the 332d Fighter Group for August, September, October, November, and December 1944. Researcher: Daniel L. Haulman, Historian, Air Force Historical Research Agency Finally, the American Fighter Aces Association did honor Lee Archer one year,

but did not in fact name him an ace. At the same meeting, Charlton Heston was honored,

but he was not named an ace, either. Frank Olynyk, a historian for the American Fighter

Aces Association, confirmed that the association never recognized Lee Archer as having

shot down five enemy aircraft, and the Olynyk’s record agrees with that the Air Force

Historical Research Agency: Lee Archer earned a total of four aerial victory credits.18

A related myth about the Tuskegee Airmen is the notion that there were many

black pilots, not just Lee Archer, who shot down at least five enemy airplanes, but

because of the racism of the time, they were not given credit and were denied ace status.

The histories of the 99th, 100th, 301st, and 302nd Fighter Squadrons, and of the 332nd

Fighter Group, written by Tuskegee Airmen themselves during the war, refute the myth.

Those histories contain all the claims of black pilots for having shot down enemy

airplanes, and they are consistent with the credits that were awarded by orders of the

Twelfth or the Fifteenth Air Force. The Tuskegee Airmen shot down a total of 112

enemy airplanes, but none of the Tuskegee Airmen were aces. Four of the Tuskegee

Airmen each shot down three enemy airplanes in one day, and three of the Tuskegee

Airmen each shot down a total of four enemy airplanes, but there were no Tuskegee

Airmen aces.19

4. THE MISCONCEPTION OF BEING FIRST TO SHOOT DOWN GERMAN JETS

21

In a March 30, 2007 American Forces Press Service article regarding the

awarding of the Congressional Gold Medal to the Tuskegee Airmen, there is the

statement that Tuskegee Airman Roscoe Brown was “the first U.S. pilot to down a

German Messerschmitt jet.”20 That was another popular claim which has proven to be

false. Lee Archer, one of the most famous Tuskegee Airmen, repeated the claim in a

2001 interview. He claimed that “guys like Roscoe Brown and three other people shot

down the first jets in our history, in combat.”21 Three Tuskegee Airmen, 1st Lt. Roscoe

Brown, 1st Lt. Earl R. Lane, and 2nd Lt. Charles V. Brantley, each shot down a German

Me-262 jet on March 24, 1945, during the longest Fifteenth Air Force mission, which

went all the way to Berlin.22 However, American pilots shot down no less than sixty Me-

262 aircraft before 24 March 1945. Most of these American pilots served in the Eighth

Air Force.23

TABLE VI: USAAF AERIAL VICTORIES OVER GERMAN ME-262 JETS DATE ddmmyyyy

NAME CREDIT FTR GP

FTR SQ

Theater Aircraft Flown

28081944 2 Lt Manford O. Croy Jr. .50 78 82 FS ETO P-47 28081944 Maj Joseph Myers .50 78 82 FS ETO P-47 07101944 Maj Richard E. Conner 1.00 78 82 FS ETO P-47 07101944 1 Lt Urban L. Drew 2.00 361 375 FS ETO P-51 15101944 2 Lt Huie H. Lamb Jr. 1.00 78 82 FS ETO P-47 01111944 1 Lt Walter R. Groce .50 56 63 FS ETO P-47 01111944 2 Lt William T. Gerbe Jr. .50 352 486 FS ETO P-51 06111944 Capt Charles E. Yeager 1.00 357 363 FS ETO P-51 06111944 1 Lt William J. Quinn 1.00 361 374 FS ETO P-51 08111944 1 Lt James W. Kenney 1.00 357 362 FS ETO P-51 08111944 2 Lt Anthony Maurice 1.00 361 375 FS ETO P-51 08111944 1 Lt Ernest C. Fiebelkorn

Jr. .50 20 77 FS ETO P-51

08111944 1 Lt Edward R. Haydon .50 357 364 FS ETO P-51 08111944 1 Lt Richard W. Stevens 1.00 364 384 FS ETO P-51 18111944 2 Lt John M. Creamer .50 4 335 FS ETO P-51 18111944 Capt John C. Fitch .50 4 335 FS ETO P-51 09121944 2 Lt Harry L. Edwards 1.00 352 486 FS ETO P-51

22

22121944 1 Lt Eugene P. McGlauflin

.50 31 308 FS MTO P-51

22121944 2 Lt Roy L. Scales .50 31 308 FS MTO P-51 13011945 1 Lt Walter J. Konantz 1.00 55 338 FS ETO P-51 14011945 1 Lt Billy J. Murray 1.00 353 351 FS ETO P-51 14011945 1 Lt James W. Rohrs .50 353 351 FS ETO P-51 14011945 1 Lt George J. Rosen .50 353 351 FS ETO P-51 15011945 1 Lt Robert P. Winks 1.00 357 364 FS ETO P-51 20011945 1 Lt Dale E. Karger 1.00 357 364 FS ETO P-51 20011945 2 Lt Roland R. Wright 1.00 357 364 FS ETO P-51 09021945 1 Lt Johnnie L. Carter 1.00 357 363 FS ETO P-51 09021945 Capt Donald H. Bochkay 1.00 357 363 FS ETO P-51 09021945 1 Lt Stephen C. Ananian 1.00 339 505 FS ETO P-51 15021945 2 Lt Dudley M. Amoss 1.00 55 38 FS ETO P-51

DATE ddmmyyyy

NAME CREDIT FTR GP

FTR SQ

Theater Aircraft Flown

21021945 1 Lt Harold E. Whitmore 1.00 356 361 FS ETO P-51 22021945 Capt Gordon B. Compton 1.00 353 351 FS ETO P-51 22021945 2 Lt Charles D. Price 1.00 352 486 FS ETO P-51 22021945 Maj Wayne K. Blickenstaff 1.00 353 350 FS ETO P-51 22021945 1 Lt Oliven T. Cowan 1.00 388 ETO P-47 22021945 1 Lt David B. Fox 1.00 366 391 FS ETO P-47 25021945 Capt Donald M. Cummings 2.00 55 38 FS ETO P-51 25021945 2 Lt John F. O’Neil 1.00 55 38 FS ETO P-51 25021945 Capt Donald E. Penn 1.00 55 38 FS ETO P-51 25021945 1 Lt Milliard O. Anderson 1.00 55 38 FS ETO P-51 25021945 2 Lt Donald T. Menegay 1.00 55 38 FS ETO P-51 25021945 1 Lt Billy Clemmons 1.00 55 38 FS ETO P-51 25021945 1 Lt Carl G. Payne 1.00 4 334 FS ETO P-51 01031945 1 Lt Wendell W. Beaty 1.00 355 358 FS ETO P-51

P-51 01031945 1 Lt John K. Wilkins Jr. 1.00 2 AD 2 SF ETO P-51 02031945 1 Lt Theodore W. Sedvert 1.00 354 353 FS ETO P-51 14031945 1 Lt Charles R. Rodebaugh 1.00 2 AD 2 SF ETO P-51 19031945 Maj Niven K. Cranfill 1.00 359 368 FS ETO P-51 19031945 Capt Robert S. Fifield 1.00 357 363 FS ETO P-51 19031945 Maj Robert W. Foy 1.00 357 363 FS ETO P-51 19031945 Capt Charles H. Spencer 1.00 355 354 FS ETO P-51 20031945 1 Lt Robert E. Irion 1.00 339 505 FS ETO P-51 20031945 1 Lt Vernon N. Barto 1.00 339 504 FS ETO P-51 21031945 Capt Edwin H. Miller 1.00 78 83 FS ETO P-51 21031945 1 Lt Richard D. Anderson 1.00 361 375 FS ETO P-51

23

21031945 2 Lt Harry M. Chapman 1.00 361 376 FS ETO P-51 21031945 1 Lt John A. Kirk III 1.00 78 83 FS ETO P-51 21031945 1 Lt Robert H. Anderson 1.00 78 82 FS ETO P-51 21031945 2 Lt Walter E. Bourque 1.00 78 82 FS ETO P-51 21031945 Capt Winfield H. Brown .50 78 82 FS ETO P-51 21031945 1 Lt Allen A. Rosenblum .50 78 82 FS ETO P-51 22031945 Capt William J. Dillard 1.00 31 308 FS MTO P-51 22031945 2 Lt John W. Cunnick III 1.00 55 38 FS ETO P-51 22031945 1 Lt Eugene L. Peel .50 78 82 FS ETO P-51 22031945 2 Lt Milton B. Stutzman .50 78 82 FS ETO P-51 22031945 Capt Harold T. Barnaby 1.00 78 83 FS ETO P-51 24031945 2 Lt Charles V. Brantley 1.00 332 100 FS MTO P-51 24031945 1 Lt Roscoe C. Brown 1.00 332 100 FS MTO P-51 24031945 1 Lt Earl R. Lane 1.00 332 100 FS MTO P-51 24031945 Col William A. Daniel 1.00 31 308 FS MTO P-51 24031945 1 Lt Forrest M. Keene Jr. 1.00 31 308 FS MTO P-51 24031945 1 Lt Raymond D. Leonard 1.00 31 308 FS MTO P-51 24031945 Capt Kenneth T. Smith 1.00 31 308 FS MTO P-51 24031945 2 Lt William M. Wilder 1.00 31 308 FS MTO P-51 25031945 1 Lt Eugene H. Wendt 1.00 479 434 FS ETO P-51 25031945 Maj George E. Bostick 1.00 56 63 FS ETO P-47 25031945 2 Lt Edwin M. Crosthwait Jr. 1.00 56 63 FS ETO P-47 25031945 Capt Raymond H. Littge 1.00 352 487 FS ETO P-51 30031945 1 Lt Patrick L. Moore 1.00 55 343 FS ETO P-51 30031945 1 Lt Carroll W. Bennett 1.00 339 504 FS ETO P-51 30031945 Capt Robert F. Sargent 1.00 339 504 FS ETO P-51 30031945 Lt Col John D. Landers .50 78 38 FS ETO P-51 30031945 2 Lt Thomas V. Thain Jr. .50 78 84 FS ETO P-51 30031945 1 Lt Kenneth J. Scott Jr. 1.00 361 376 FS ETO P-51 30031945 1 Lt James C. Hurley 1.00 352 328 FS ETO P-51 30031945 2 Lt John B. Guy 1.00 364 383 FS ETO P-51 31031945 1 Lt Marvin H. Castleberry 1.00 2 AD 2 SF ETO P-51 31031945 1 Lt Harrison B. Tordoff 1.00 354 353 FS ETO P-51 31031945 1 Lt Wayne L. Coleman 1.00 78 82 FS ETO P-51 31031945 Capt William T. Bales Jr. 1.00 371 406 FS ETO P-47 04041945 1 Lt Robert C. Coker .50 339 504 FS ETO P-51 04041945 Capt Kirke B. Everson Jr. .50 339 504 FS ETO P-51 04041945 Capt Nile C. Greer 1.00 339 504 FS ETO P-51 04041945 2 Lt Robert C. Havighurst 1.00 339 504 FS ETO P-51 04041945 Lt Col George F. Ceuleers 1.00 364 383 FS ETO P-51 04041945 1 Lt Michael J. Kennedy .50 4 334 FS ETO P-51 04041945 1 Lt Harold H. Frederick .50 4 336 FS ETO P-51 04041945 1 Lt Raymond A. Dyer 1.00 4 334 FS ETO P-51 04041945 Capt Harry R. Corey 1.00 339 505 FS ETO P-51 04041945 1 Lt John W. Haun 1.00 324 316 FS ETO P-47

24

04041945 1 Lt Andrew N. Kandis 1.00 324 316 FS ETO P-47 05041945 Capt John C. Fahringer 1.00 56 63 FS ETO P-47 07041945 1 Lt Hilton O. Thompson 1.00 479 434 FS ETO P-51 07041945 Capt Verne E. Hooker 1.00 479 435 FS ETO P-51 08041945 1 Lt John J. Usiatynski 1.00 358 367 FS ETO P-47 09041945 2 Lt James T. Sloan 1.00 361 374 FS ETO P-51 09041945 Maj Edward B. Giller 1.00 55 343 FS ETO P-51 10041945 Capt Gordon B. Compton 1.00 353 351 FS ETO P-51 10041945 1 Lt Harold Tenenbaum 1.00 359 369 FS ETO P-51 10041945 2 Lt Walter J. Sharbo 1.00 56 62 FS ETO P-47 10041945 Capt John K. Hollins 1.00 20 79 FS ETO P-51 10041945 Capt John K. Brown 1.00 20 55 FS ETO P-51 10041945 1 Lt Willmer W. Collins 1.00 4 336 FS ETO P-51 10041945 2 Lt John W. Cudd Jr. .50 20 77 FS ETO P-51 10041945 F.O. Jerome Rosenblum .50 20 77 FS ETO P-51 10041945 1 Lt Keith R. McGinnis 1.00 55 38 FS ETO P-51 10041945 2 Lt Walter T. Drozd 1.00 20 77 FS ETO P-51 10041945 2 Lt Albert B. North 1.00 20 77 FS ETO P-51 10041945 1 Lt Robert J. Guggemus 1.00 359 369 FS ETO P-51 10041945 1 Lt Charles C. Pattillo 1.00 352 487 FS ETO P-51 10041945 Lt Col Earl D. Duncan .50 352 328 FS ETO P-51 10041945 Maj Richard G. McAuliffe .50 352 328 FS ETO P-51 10041945 1 Lt Kenneth A. Lashbrook 1.00 55 338 FS ETO P-51 10041945 Capt Robert W. Abernathy 1.00 353 350 FS ETO P-51 10041945 1 Lt Jack W. Clark .50 353 350 FS ETO P-51 10041945 2 Lt Bruce D. McMahan .50 353 350 FS ETO P-51 10041945 1 Lt Wayne C. Gatlin 1.00 356 360 FS ETO P-51 10041945 1 Lt Joseph W. Prichard .50 352 487 FS ETO P-51 10041945 2 Lt Carlo A. Ricci .50 352 487 FS ETO P-51 10041945 Capt Douglas J. Pick .50 364 384 FS ETO P-51 10041945 1 Lt Harry C. Schwartz .50 364 384 FS ETO P-51 16041945 1 Lt Vernon O. Fein 1.00 368 397 FS ETO P-47 16041945 1 Lt Henry A. Yandel 1.00 368 397 FS ETO P-47 16041945 Maj Eugene E. Ryan 1.00 55 338 FS ETO P-51 17041945 1 Lt James Zweizig 1.00 371 404 FS ETO P-47 17041945 Capt Jack A. Warner 1.00 354 356 FS ETO P-51 17041945 Capt Roy W. Orndarff 1.00 364 383 FS ETO P-51 17041945 Capt Walter L. Goff 1.00 364 383 FS ETO P-51 17041945 F.O. James A. Steiger 1.00 357 364 FS ETO P-51 17041945 1 Lt John C. Campbell Jr. 1.00 339 503 FS ETO P-51 18041945 Maj Ralph F. Johnson 1.00 325 319 FS MTO P-51 18041945 Capt Charles E. Weaver 1.00 357 362 FS ETO P-51 18041945 Maj Donald H. Bochkay 1.00 357 363 FS ETO P-51 19041945 Lt Col Jack W. Hayes Jr. 1.00 357 363 FS ETO P-51 19041945 Capt Robert S. Fifield 1.00 357 363 FS ETO P-51

25

19041945 1 Lt Paul N. Bowles 1.00 357 363 FS ETO P-51 19041945 1 Lt Carroll W. Ofsthun 1.00 357 363 FS ETO P-51 19041945 Capt Ivan L. McGuire .50 357 364 FS ETO P-51 19041945 1 Lt Gilmon L. Weber .50 357 364 FS ETO P-51 19041945 1 Lt Robert DeLoach 1.00 55 338 FS ETO P-51 19041945 2 Lt James P. McMullen 1.00 357 364 FS ETO P-51 24041945 Capt Jerry G. Mast .50 365 388 FS ETO P-47 24041945 2 Lt William H. Myers .50 365 388 FS ETO P-47 25041945 1 Lt Richard D. Stevenson .50 370 402 FS ETO P-51 25041945 1 Lt Robert W. Hoyle .50 370 402 FS ETO P-51 26041945 Capt Robert W. Clark 1.00 50 10 FS ETO P-47 26041945 Capt Herbert A. Philo 1.00 27 522 FS ETO P-47 Sources:USAAF (European Theater) Credits for the Destruction of Enemy Aircraft in Air-to-Air Combat, World War 2, Victory List No. 5, Frank J. Olynyk, May 1987. USAAF (Mediterranean Theater) Credits for the Destruction of Enemy Aircraft in Air-to-Air Combat, World War 2, Victory List No. 6, Frank J. Olynyk, June 1987. USAF Historical Study No. 85, USAF Credits for the Destruction of Enemy Aircraft, World War II, Albert F. Simpson Historical Research Center, 1978. Combat Squadrons of the Air Force, World War II, edited by Maurer Maurer, 1969. Air Force Combat Units of World War II, edited by Maurer Maurer, 1983. Compiled by: Patsy Robertson, Historian Organizational Histories Branch, USAFHRA

The Tuskegee Airmen were also not the first Fifteenth Air Force pilots to shoot

down German jets, as is sometimes alleged.24 Two such pilots, 1st Lt. Eugene P.

McGlauflin and 2d Lt. Roy L. Scales, both of the Fifteenth Air Force’s 31st Fighter Group

and 308th Fighter Squadron, shared a victory over an Me-262 German jet on 22

December 1944, and Capt. William J. Dillard, also of the Fifteenth Air Force’s 31st

Fighter Group and 308th Fighter Squadron, shot down an Me-262 German jet on 22

March 1945. Moreover, on the day three Tuskegee Airmen shot down three German jets

over Berlin on March 24, 1945, five other American pilots of the Fifteenth Air Force, on

the same mission, with the 31st Fighter Group, also shot down German Me-262 jets.

They included Colonel William A. Daniel, 1st Lt. Forrest M. Keene, 1st Lt Raymond D.

Leonard, Capt. Kenneth T. Smith, and 2nd Lt. William M. Wilder.25

26

5. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN SANK A GERMAN DESTROYER.

In the movie Red Tails by George Lucas, a P-51 fighter pilot is depicted as

strafing a German destroyer until it explodes, and group members are later shown

watching gun camera film of the attack and the explosion, suggesting that a Tuskegee

Airman in a red-tailed Mustang sank a destroyer by himself. The 332nd Fighter Group

narrative mission report for June 25, 1944 notes that eight of the group’s pilots flying P-

47 aircraft strafed a German destroyer, on June 25, 1944, and two of them went around

for another pass to do more strafing. The group did not begin flying P-51s in combat

until the next month.26

The mission report also notes that the group sank the destroyer that day in the

Adriatic Sea near Trieste. The pilots on the mission undoubtedly believed that they had

sunk a German destroyer at that place and time. In a 2001 interview, Tuskegee Airman

Lee Archer claimed “We sank a destroyer escort,” and when others doubted, “we sent

them the film,” implying that gun camera film showed the ship sinking.27

It is not likely that gun camera film, activated when the machine guns were fired,

also showed the actual sinking of the ship, which would not have been immediate.

Moreover, other records show that the only German ship that was attacked at the same

place and time was the TA-22, the former World War I Italian destroyer Giuseppe

Missori, which the Germans had converted into a very large torpedo vessel. The same

records show that the ship did not sink on June 25, 1944, but was heavily damaged. The

TA-22 was decommissioned on November 8, 1944, and scuttled at Trieste in 1945. It

might as well have been sunk on June 25, 1944, because it never fought the Allies

again.28

27

The book, The Tuskegee Airmen, by Charles Francis notes that the Tuskegee

Airmen attacked an enemy ship on June 25, 1944, , and that Gwynne W. Pierson and

Wendell O. Pruitt each earned a Distinguished Flying Cross for the mission. The book

also claims that Pierson was given credit for sinking the ship. The only Distinguished

Flying Cross I found for Gwynne W. Pierson was for his action on August 14, 1944

(Fifteenth Air Force General Order 287 dated January 19, 1945), and the only

Distinguished Flying Cross I found for Wendell O. Pruitt was for his action on August

27, 1944 (Fifteenth Air Force General Order 3950 dated October 15, 1944.29

Some sources suggest that the Tuskegee Airmen sank the German ship TA-27,

which had been the Italian warship Aurige. The TA-27 was actually sunk on June 9,

1944 off the coast of Elba, west of the Italian peninsula, far from the Adriatic Sea, which

is east of the Italian peninsula. The Tuskegee Airmen would not have sunk the TA-27,

because the date and place do not match the group mission report.30

6. THE MISCONCEPTION OF THE “GREAT TRAIN ROBBERY” One of the popular stories about the Tuskegee Airmen is sometimes nicknamed

the “Great Train Robbery.” According to the story, personnel in charge of supplying the

332d Fighter Group robbed a train in order to obtain unusually large 110-gallon wing

tanks the group needed to fly the unusually long Berlin mission of March 24, 1945. The

story goes on to say that the fuel tanks acquired had been designed to fit the P-47s, not

the P-51 airplanes of the 332nd Fighter Group, forcing the maintenance personnel to

improvise the connections. According to the story, the maintainers were able to jury-rig

the connections just in time for all the planes to be equipped to fly the Berlin mission.31

28

Another version of the story claims that only the 100th Fighter Squadron needed

the larger tanks, and that at night Captain Omar Blair gathered a few enlisted men to

seize the 110-gallon tanks from a train moving from Naples to deliver them to another

group. As the story goes, the men “commandeered six flatbed trucks” and used one to

block the tracks so that the train would have to stop. Using the submachine guns, they

then forced “the shocked white staff sergeants operating the train” to give them the 110-

gallon fuel tanks they needed. Using the six trucks, Blair’s group delivered the larger

tanks just in time for the 332nd Fighter Group to fly the Berlin mission.32

There are reasons to question the popular versions of the story. The larger 110-

gallon fuel tanks were not new to the 332nd Fighter Group. In fact, they had been used on

the longer missions of the group for weeks before March 1945.33 The group would not

have needed to modify the tanks to fit the P-51 aircraft, since the P-51s had carried such

tanks before. James Sheppard was a crew chief in the 301st Fighter Squadron, and took

part in preparing a P-51 of the 332d Fighter Group for the 24 March 1945 mission to

Berlin during the night before the mission. As an experienced aircraft maintenance

technician, he did not experience any difficulty in mounting larger fuel tanks to the wings

of the P-51 he was maintaining so that they could carry out the mission.34

TABLE VII: 110-GALLON FUEL TANKS ON HAND, 332ND FIGHTER GROUP

Week Ending 1945

Air Service Squadron

Fighter Group

Base 110-gallon fuel tanks on hand

2 February 366 332 Ramitelli 563 9 February 366 332 Ramitelli 424 16 February 366 332 Ramitelli 295 23 February 366 332 Ramitelli 48 2 March 366 332 Ramitelli Not given 9 March 366 332 Ramitelli 187 16 March 366 332 Ramitelli 0

29

23 March 366 332 Ramitelli 0 30 March 366 332 Ramitelli 64 Sources: February and March 1945 histories of the 38th Air Service Group

A version of the misconception includes the claim that the larger fuel tanks the

332nd Fighter Group obtained the night before the Berlin mission were made for P-47

airplanes, and had to be hastily adapted to fit the wings of P-51s.35 A version of the story

is that the Tuskegee Airmen mechanics armed themselves just before the Berlin mission

to raid the bases of P-47 units to steal the larger fuel tanks of those other fighter planes,

and then to jury-rig the tanks so that would fit the Tuskegee Airmen P-51s so that they

would have the range to go all the way to Berlin and back.36 That is absurd. None of the

fighter groups of the Fifteenth Air Force in Italy had flown P-47 airplanes since early

July 1944.37 In fact, the last of the groups to ever fly P-47s was the Tuskegee Airmen’s

332nd Fighter Group. Eight months had passed since P-47s were used by the fighter

escorts in the Mediterranean Theater. The idea that 110-gallon fuel tanks for P-47s were

being shipped to the Foggia area by train in March 1945 makes no sense, since P-47s had

not been used by the fighter escorts in the theater for many months.

TABLE VIII. TRANSITION OF FIFTEENTH AIR FORCE FIGHTER GROUPS FROM P-47s TO P-51s Fighter Group Last month flying P-47s First month flying P-51s 325 May 1944 May 1944 332 June 1944 July 1944 Source: Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983. The 332nd Fighter Group was not the only P-51 fighter escort group to fly the

Berlin mission. There were three other P-51 groups that also flew the same mission, and

they also used the larger fuel tanks to reach the target and get back. Two of the P-51

groups, the 31st and the 325t Fighter Groups, had an ample supply of the 110-gallon fuel

30

tanks in the latter half of March 1945. Two of the others, the 52nd and the 332nd Fighter

Groups, ran out of the larger tanks in mid March, 1945, just before the mission.38

Apparently they had to go to extraordinary lengths to get the fuel tanks they needed.

On March 23, 1945, the 55th Air Service Squadron of the 380th Air Service Group

dispatched trucks from the depot at Foggia to the railhead at Chieuti for the larger fuel

tanks. The squadron’s diary entry for 24 March notes that it received “one trailer load of

110 gal auxiliary tanks for 366th Air Service Squadron.” The 366th Air Service Squadron

was based at Ramitelli, Italy, with the 332d Fighter Group, to service its P-51 aircraft.

Another 55th Air Service Squadron diary entry in March 1945 notes that the squadron

also used trucks to deliver 110-gallon fuel tanks from Chieuti to the 52d Fighter Group,

which, like the 332d Fighter Group, flew P-51s for the Fifteenth Air Force and which was

based near Ramitelli.39 The larger 110- gallon auxiliary fuel tanks were delivered to

Ramitelli by truck, not from the depot at Foggia, where the smaller fuel tanks had been

obtained, but from a railhead at Chieuti instead. At least some of the fuel tanks the 332nd

Fighter Group used for the mission came from Chieuti, and from the 55th Air Service

Squadron, which shared them with the 366th Air Service Squadron at Ramitelli. Those

tanks were not stolen from a train, but were obtained from a railhead.

A version of the “great train robbery” legend notes that personnel of the 523rd Air

Service Group scrounged up the 110 gallon tanks.40 One of the problems with this

account is that the 523rd Air Service Group was not active until April 4, 1945, almost two

weeks after the Berlin mission.41

According to Tuskegee Airman Lee Archer, who told a version of what he called

“The Great Train Robbery” story in an interview with Dr. Lisa Bratton in March 2001 in

31

New York, when larger fuel tanks for needed for the Berlin mission, which was farther

than other missions, “our enlisted men, under a warrant officer, went to the depot and

took ‘em.” This version contradicts other versions, which suggest that a train was

actually stopped and robbed instead of a depot.42

The day after the Berlin mission, Colonel Benjamin O. Davis, commander of the

332nd Fighter Group, commended Captain Omar Blair of the 366th Air Service Squadron

for his part in obtaining the fuel tanks the 332nd Fighter Group needed for the Berlin

mission. Captain Blair subsequently also commended Staff Sergeant George Watson of

the squadron for leading a detail that traveled 60 miles to obtain the wing tanks needed

for the all-important Berlin mission. The letters of commendation noted that the efforts

were undertaken the evening of March 23 and the pre-dawn hours of March 24, just in

time for the mission to succeed. Captain Blair and SSgt. Watson were instrumental in the

success of the 332nd Fighter Group’s part in the longest Fifteenth Air Force air raid of the

war, but the story that they had to rob a train, and that the 110-gallon fuel tanks had to be

jury-rigged to fit the P-51s, is not consistent with the historical records.43

7. THE MISCONCEPTION OF SUPERIORITY

A popular story circulating about the Tuskegee Airmen is that while many

expected the “Tuskegee Airmen experiment” to prove that black pilots were inferior to

white pilots, and that the black pilots would fail, the Tuskegee Airmen actually proved

the opposite: that they were superior to the white pilots, and significantly outperformed

them.44 Whether the 332nd Fighter Group was better or worse than the other three P-51

groups in the Fifteenth Air Force is debatable.

32

The number of bombers under Tuskegee Airmen escort that were shot down by

enemy aircraft was 27, but the average number of bombers under the escort of white

fighter groups in the Fifteenth Air Force, in the same time period, was 46.45 The numbers

suggest that the 332nd Fighter Group lost significantly fewer bombers than the white

fighter groups, and therefore outperformed them. A related claim is that the 332nd Fighter

Group developed such a reputation for superior escort performance that the bombardment

groups requested to be escorted by the “Red Tails” rather than the other fighter escort

groups.

A popular story is that the black pilots of the 332d Fighter Group were the only

fighter escort pilots to stay with the bombers they were assigned to protect, and that the

white fighter pilots of the other groups invariably left the bombers to go after enemy

fighters to shoot down, in order to build up their totals of aerial victory credits. One

version of this story appears in Kai Wright’s book Soldiers of Freedom: An Illustrated

History of African Americans in the Armed Forces (New York: Black Dog and Leventhal

Publishers, 2002), p. 181: “Throughout the war, it [the 332d Fighter Group] flew bomber

escorts- duty rejected by white pilots because it didn’t offer as much opportunity to earn

kills, and thus praise and promotion- and earned a reputation as the air force’s most

reliable escort.”46

The practice of fighter escorts “sticking with the bombers” was not unique to the

332nd Fighter Group. The Eighth Air Force in England practiced the policy of staying

with the bombers at least until early January 1944, when Lieutenant General Jimmy

Doolittle succeeded Major General Ira Eaker as its commander. He ordered his Eighth

Fighter Command leader, Major General William E. Kepner, to take down a sign saying

33

the first duty of the fighter pilots was to bring back the bombers safely, and replace it

with another sign saying that the first duty of the fighter pilots was to shoot down enemy

airplanes. Doolittle authorized his fighter escorts to leave the bombers and go after the

enemy fighters.47

When Doolittle became commander of the Eighth Air Force, Lieutenant General

Eaker moved to the Mediterranean Theater and became commander of the Mediterranean

Allied Air Forces, which supervised the Twelfth and Fifteenth Air Forces and British air

forces in the Mediterranean theater. Eaker probably took his “stick with the bombers”

policy with him, and it was the policy not only of the 332nd Fighter Group but also of the

other fighter escort groups in the Fifteenth Air Force.

The history of the Fifteenth Air Force covering November 1943-May 1945, vol. I,

notes that "Before the summer of 1944, the fighters always maintained close escort. The

original policy of the Air Force, in fact, stipulated that the fighters were never to leave the

bombers in order to make an attack unless enemy aircraft were obviously preparing to

strike at the bomber formation. As enemy fighter opposition declined, however, one

squadron, at the discretion of the group commander, was sometimes detached for a

fighter sweep against the enemy. This was done on withdrawal only, and in no case

before the bombers had reached the target."48

Another interesting quote from the same document: "During the counter-air

campaign early in 1944, a particularly high level of efficiency was reached by the escort

fighters. On four consecutive days in February, heavy bomber penetrations into Germany

were covered by an escort of P-38s and P-47s. Bomber pilots reported that the cover

provided on these missions was the best ever furnished in the Air Force up to that time."

34

The May 1944 history of the 52nd Fighter Group, written after that white fighter group

had transitioned to P-51 Mustang fighters, notes that “the B-24 combat crews are highly

pleased with the excellent escort work our group has been doing.”49 It bears noting that

the 332d Fighter Group had not started to escort Fifteenth Air Force bombers yet. The

332d Fighter Group started escorting bombers for the Fifteenth Air Force on June 7,

1944. From this important documents, it seems clear that the policy of the Fifteenth Air

Force in the Mediterranean Theater of Operations, unlike the policy of the Eighth Air

Force in England after Lt. Gen. James Doolittle took charge of it, was to furnish close

escort for the bombers, and not leave them to go after enemy fighters in the distance, and

that the bomber crews were pleased with the escort that had been provided by the white

fighter groups. Apparently the 332d Fighter Group was not the only fighter group

providing close escort in the Fifteenth Air Force, and doing it well enough for the bomber

crews to express appreciation.50

None of the twenty-one heavy bomber groups in the Fifteenth Air Force was

stationed at the same airfield as any of the seven fighter groups.51 The assignments

rotated, and one fighter group was not always assigned to escort the same bombardment

wing or wings, or to provide the same kind of escort day after day. For example,

sometimes a group would be assigned penetration escort, sometimes withdrawal escort,

sometimes escort over the target, and sometimes a combination of them. The daily

mission reports show that all the groups were flying the same kinds of missions, for the

most part, and do not indicate that only one was escorting effectively. On many days,

more than one fighter group was escorting many bomber groups heading for the same

target. Because the assignments were made on a rotational basis by headquarters,

35

apparently without discrimination, the idea that bombardment crews could request one

fighter group over another for escort duty, and get it, is not likely. All of the

bombardment groups were stationed at bases miles away from the 332d Fighter Group at

Ramitelli Air Field in Italy, and their personnel had little or no interaction with the

personnel of the fighter groups that escorted them. Most of them did not have the option

of choosing one group over another.

TABLE IX: STATIONS OF FIFTEENTH AIR FORCE GROUPS, JUNE 1944-MAY 1945 Group Wing Airfield Predominate

aircraft type 2 Bombardment 5 Bombardment Amendola, Italy B-17 97 Bombardment 5 Bombardment Amendola, Italy B-17 99 Bombardment 5 Bombardment Tortorella, Italy B-17 301 Bombardment 5 Bombardment Lucera, Italy B-17 463 Bombardment 5 Bombardment Celone, Italy B-17 483 Bombardment 5 Bombardment Sterparone, Italy B-17 98 Bombardment 47 Bombardment Lecce, Italy B-24 376 Bombardment 47 Bombardment San Pancrazio, Italy B-24 449 Bombardment 47 Bombardment Grottaglie, Italy B-24 450 Bombardment 47 Bombardment Manduria, Italy B-24 451 Bombardment 49 Bombardment Castelluccio, Italy B-24 461 Bombardment 49 Bombardment Torretto, Italy B-24 484 Bombardment 49 Bombardment Torretto, Italy B-24 460 Bombardment 55 Bombardment Spinazzola, Italy B-24 464 Bombardment 55 Bombardment Pantanella, Italy B-24 465 Bombardment 55 Bombardment Pantanella, Italy B-24 485 Bombardment 55 Bombardment Venosa, Italy B-24 454 Bombardment 304 Bombardment San Giovanni, Italy B-24 455 Bombardment 304 Bombardment San Giovanni, Italy B-24 456 Bombardment 304 Bombardment Stornara, Italy B-24 459 Bombardment 304 Bombardment Giulia, Italy B-24 1 Fighter 305 Fighter Salsola, then Vincenzo,

then Salsolo, then Lesina, Italy

P-38

14 Fighter 305 Fighter Triolo, Italy P-38 82 Fighter 305 Fighter Vincenzo, Italy P-38 31 Fighter 306 Fighter San Severo, then

Mondolfo, Italy P-51

36

52 Fighter 306 Fighter Madna, then Piagiolino, Italy

P-51

325 Fighter 306 Fighter Lesina, then Rimini, then Mondolfo, Italy

P-51

332 Fighter 306 Fighter Ramitelli, Italy P-47 and P-51* Source: Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983). *The 332nd Fighter Group obtained its P-51 airplanes during July 1944. At least one of the bombardment groups had become acquainted with the 332d

Fighter Group, and knew it consisted of black pilots flying bomber escort duty. On

December 29, 1944, eighteen B-24 bombers were forced by bad weather to land at

Ramitelli Air Field in Italy, the home base of the 332d Fighter Group, which was flying

P-51s. Seventeen of those bombers came from the 485th Bombardment Group, and the

other one came from the 455th Bombardment Group. Most of the white bomber crews

spent five days with the Tuskegee Airmen, enjoying their hospitality at a very crowded

base. The 332d Fighter Group left a note in each bomber noting that the 332d Fighter

Group’s red-tailed escort fighters were there to protect them on their bombing missions.

If any bomber crews requested that the 332d Fighter Group escort them, they probably

belonged to the 485th or 455th Bombardment Groups, some of whose personnel had met

members of the 332d Fighter Group and shared accommodations with them. The request

would have been based on the bomber crews’ experience at Ramitelli, and not because

the 332d Fighter Group had demonstrated its obvious superiority to the other fighter

groups of the Fifteenth Air Force.52

At times, the bombardment crews would mistake one set of escorts for another.

For example, World War II B-24 bomber pilot John Sonneborn remembered gratefully

that his aircraft was saved by a red-tailed P-51 pilot when he was flying a mission to

Ploesti, Rumania, on May 5, 1944. He assumed that he had been escorted by a Tuskegee

37

Airman, since he learned after the war that they had flown red-tailed P-51s in his theater.

What Mr. Sonneborn did not realize was that the 332d Fighter Group did not begin flying

missions to escort heavy bombers such as B-24s until June 1944, and the 332d Fighter

Group did not begin flying P-51 aircraft until July 1944. If Sonneborn were saved by a

pilot in a red-tailed P-51, that fighter pilot must have belonged to the 31st Fighter Group,

because the 31st Fighter Group escorted B-24s to Ploesti on May 5, 1944, and the tails of

the 31st Fighter Group P-51s were painted with red stripes. After the war, bomber crews

sometimes gave fighter escort credit to the wrong group.53

Another example is a January 1, 2014 article called “Tuskegee Airmen Assured

Fellow Pilots a Happy New Year,” by Pete Mecca, published in The Covington News of

Newton County, Georgia. The article notes that Jim Shreib in a B-24 bomber was

escorted home by a Tuskegee Airman in a red-tailed P-51 on November 14, 1944. The

problem is that the 332nd Fighter Group, to which the Red Tails belonged at the time, did

not fly a mission on November 14, 1944. The group prepared a narrative mission report

for each mission they flew for the Fifteenth Air Force, and the reports are numbered

sequentially. On November 11, 1944, the group flew mission 118, and on November 16,

1944, the group flew mission 119. The Tuskegee Airmen’s 332nd Fighter Group did not

fly any missions on November 12-15, 1944. If Shreib was escorted by a pilot in a red-

tailed P-51 on November 14, 1944, that pilot must have belonged to the 31st Fighter

Group, which flew P-51s with striped red tails.54

Yet the statistics still suggest strongly that the Tuskegee Airmen lost significantly

fewer bombers to enemy aircraft fire than the average number lost by the other fighter

groups in the Fifteenth Air Force. Does that mean the Tuskegee Airmen were superior?

38

One measure of the quality of the fighter escort groups was not just the number of

bombers they lost to enemy aircraft fire, but the number of enemy fighters they

destroyed, because each of those enemy fighters was a potential bomber killer. Shooting

down enemy fighters was also a way to protect the bombers. In November 1945, the War

Department published a report called “Policy for Utilization of Negro Manpower in the

Post-War Army. Since the report had been prepared by a committee of generals headed

by Lt. Gen. Alvan C. Gillem, Jr., it was sometimes called the “Gillem Report.” Part of

the report compared the four P-51 fighter escort groups of the Fifteenth Air Force, which

included the all-black 332nd Fighter Group and the all-white 31st, 52nd, 325th, and 332nd

Fighter Groups (the other three fighter escort groups of the Fifteenth Air Force, the 1st,

14th, and 82nd, flew P-38 aircraft). While the report praised the 332d Fighter Group for

successfully escorting bombers, it also criticized the group for having fewer aerial victory

credits than the other groups because it did not aggressively chase enemy fighters to

shoot them down. The report also claimed that each of the three white P-51 fighter

groups shot down more than twice as many aircraft as it lost in combat, but that the 332d

Fighter Group lost more of its own aircraft in combat than it destroyed of the enemy.

TABLE X: COMPARISON OF FIFTEENTH AIR FORCE P-51 FIGHTER GROUPS Fighter Group

Predominant race Victories per aircraft lost in combat

31st White 2.49 52nd White 2.08 325th White 2.22 332nd Black 0.66 Source: “Policy for Utilization of Negro Manpower in the Post-War Army,” Report of War Department Special Board on Negro Manpower, November 1945, Air Force Historical Research Agency call number 170.2111-1, November 1945), section on

39

historical evaluation of the Negro’s Military Service, subsection 9, evaluation of combat performance of the Negro in World War II, under g., “combat aviation,” p. 15.

A comparison of the aerial victory credits of the seven fighter groups of the

Fifteenth Air Force covering the period the 332nd Fighter Group flew for the Fifteenth Air

Force, between early June 1944 and the end of the war in Europe in May 1945, reveals

that each of the groups, except the 332nd Fighter Group, produced at least one ace. The

three groups that flew P-38 aircraft each produced only one or two aces in the period

considered, but each of the three P-51 groups, besides the 332nd Fighter Group, had at

least ten. In other words, during the period June 1944 through the end of the war in

Europe, each of the P-51 fighter groups of the Fifteenth Air Force, except the 332nd

Fighter Group, had at least ten pilots who shot down at least five enemy aircraft. The

332nd Fighter Group had none. The 31st and 52nd Fighter Groups each had ten, and the

325th Fighter Group had eleven.55

TABLE XI: FIGHTER ACES OF THE FIFTEENTH AIR FORCE BY GROUP, JUNE 1944-APRIL 1945

Fighter Group Fighter Squadrons Aircraft type flown Number of aces 1 27, 71, 94 P-38 Two 14 37, 48, 49 P-38 One 82 95, 96, 97 P-38 Four 31 307, 308, 309 P-51 Ten 52 2, 4, 5 P-51 Ten 325 317, 318, 319 P-51 Eleven 332 99, 100, 301, 302 P-47 and P-51* None

Sources: Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983) for squadrons of each group and aircraft flown by each group; USAF Historical Study No. 85, USAF Credits for the Destruction of Enemy Aircraft, World War II (Washington, DC: Office of Air Force History, 1978) for aerial victory credits for each squadron listed chronologically; Barrett Tillman e-mail to Daniel Haulman, 23 May 2012. *The 332nd Fighter Group obtained its P-51 aircraft during July 1944.

40

Why was the 332nd Fighter Group the only one of the Fifteenth Air Force P-51

groups that had no pilots to shoot down at least five enemy aircraft, when the other three

such groups each had at least ten such pilots? There are a number of possible

explanations. The 332nd Fighter Group, of all the P-51 groups in the Fifteenth Air Force,

shot down the least number of enemy aircraft, and the fewer the number of aircraft shot

down, the less the chances for the pilots to become aces. Another possible reason is that

the 332nd Fighter Group had more P-51 pilots on any given mission, since that group had

four squadrons, and the other groups had only three. More pilots in the group meant less

opportunity for each of the pilots to become an ace. The members of the 332nd Fighter

Group might have performed more as a team, with no pilot attempting to become a

superstar at the expense of the others, or of the bombers they were protecting. Another

theory, already addressed in a previous misconception regarding Lee Archer, is that there

was a racial conspiracy to prevent a black man from becoming an ace. As already

mentioned, there is no documentation to support that theory, and the documentation that

does exist contradicts it. Another explanation is that Colonel Benjamin O. Davis, Jr.,

commander of the 332nd Fighter Group, would not allow his fighter pilots to leave the

bombers in order to chase enemy fighters and build up their aerial victory credit claims

and scores.

In comparing the 332nd Fighter Group with the other P-51 fighter groups of the

Fifteenth Air Force between June 1944 and the end of April 1945, when they were all

primarily escorting bombers, one should bear in mind two factors. The more enemy

aircraft a group encountered, the greater the chance the group had to shoot down enemy

airplanes, and the less chance the enemy had to shoot down escorted bombers. If the

41

332nd Fighter Group encountered fewer enemy aircraft than the other groups, it would

have had less opportunity to shoot down enemy aircraft, and enemy aircraft would have

had less opportunity to shoot down escorted bombers. Another factor to consider is the

fact that the 332nd Fighter Group was the last one to be assigned to the Fifteenth Air

Force. Its pilots did not have as much experience as the pilots of the other groups in

aerial combat associated with long-range escort missions, at least during June and July

1944. In addition to that, during June and July 1944, unlike the other groups, the 332nd

Fighter Group and its squadrons were transitioning from P-39 to P-47 aircraft, and from

P-40 and P-47 aircraft to P-51 aircraft. By the time the 332nd Fighter Group pilots were

used to flying P-51s and engaging enemy aircraft challenging the bomber formations, the

enemy aircraft opposition had declined considerably. By the latter half of 1944 and the

first half of 1945, the German air force was a shadow of its former self, and the majority

of the bomber escort missions encountered no enemy aircraft.

Members of the 332nd Fighter Group encountered enemy aircraft on only 35 of

their 179 bomber escort missions for the Fifteenth Air Force (they flew a total of 312

missions for the Fifteenth Air Force between early June 1944 and late April 1945, but

many of the missions did not escort bombers). They shot down enemy aircraft on only

21 of those missions. 332nd Fighter Group members lost escorted bombers to enemy

aircraft on only 7 of their Fifteenth Air Force missions.56 It is possible that the 332nd

Fighter Group lost fewer bombers and shot down fewer enemy aircraft than the other P-

51 groups in the Fifteenth Air Force because it encountered fewer enemy aircraft on its

missions, and not because it was providing better escort protection by staying closer to

the bombers. The more enemy aircraft a fighter escort group encountered, the more

42

chance it had of both losing bombers and shooting down enemy aircraft. The fewer

enemy aircraft a fighter escort group encountered, the less chance it had of both losing

bombers and shooting down enemy aircraft.

Surely we can say that one reason the Tuskegee Airmen shot down fewer enemy

airplanes than the other P-51 groups in the Fifteenth Air Force, and had no aces as they

did, is that the 332nd Fighter Group entered combat later than the others. However, that

fact can also help explain why the Tuskegee Airmen had fewer escorted bombers lost to

enemy aircraft. One reason the Tuskegee Airmen lost fewer escorted bombers than the

other P-51 groups in the Fifteenth Air Force is that the 332nd Fighter Group entered

combat later than the others. By the time the 332nd Fighter Group began escorting the

heavy bombers of the Fifteenth Air Force, in June 1944, the other groups had already lost

bombers to enemy aircraft, and the German air force was stronger in the period before

June 1944 than later.

In the final analysis, whether the Tuskegee Airmen were superior or inferior to the

other fighter escort groups with which they served depends on the criteria. The Tuskegee

Airmen seemed to be superior because they lost significantly fewer escorted bombers to

enemy aircraft than the average fighter group in the Fifteenth Air Force. On the other

hand, the Tuskegee Airmen seemed to be inferior because they shot down fewer enemy

fighters than any other P-51 fighter group in the Fifteenth Air Force. I prefer to conclude

that the Tuskegee Airmen proved, by their exemplary combat performance, not that they

were superior or inferior to the white fighter pilots, but that they were equal to them. The

issue is not really superiority or inferiority, but equality. Furthermore, each pilot should

really be measured as an individual, not part of some artificial class. There were

43

unquestionably some individual black fighter pilots who had superior records than some

individual white fighter pilots, and vice versa.

8. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN UNITS WERE ALL BLACK All of the Tuskegee Airmen organizations in combat, including the 99th, 100th,

301st, and 302nd Fighter Squadrons and the 332nd Fighter Group, were virtually all black

by the time they deployed overseas, and remained all black until the Air Force was

integrated in 1949. However, the Tuskegee Airmen flying organizations were not

originally all black, and it would be a mistake to imagine that white officers never

belonged to them, or that white officers were invariably opposed to their success.

The most famous of the Tuskegee Airmen military organizations were the 99th

Fighter Squadron, the first black flying unit in the American military; the 332d Fighter

Group, the first black fighter group; and the 477th Bombardment Group, the first black

bomber group. All of these Tuskegee Airmen military organizations began with both

black and white members. The first three commanders of the 99th Fighter Squadron

(originally called the 99th Pursuit Squadron) were white. They included Captain Harold

R. Maddux, 2nd Lt. Clyde H. Bynum, and Captain Alonzo S. Ward. The first two

commanders of the 332d Fighter Group were white. They included Lt. Col. Sam W.

Westbrook and Col. Robert R. Selway. The first commander of the 477th Bombardment

Group, after it was activated as a predominantly black group, was white. He was Col.

Robert R. Selway (who had earlier commanded the 332nd Fighter Group). All of these

military organizations eventually became virtually all-black, but they did not begin that

way.57

44

Many of the flight instructors at Tuskegee were white. This was true at all three

of the bases around Tuskegee, including Kennedy Field, where civilian pilot training took

place; at Moton Field, where the primary flight training occurred; and at Tuskegee Army

Air Field, where the basic, advanced, and transition training was completed. White

officers retained leadership positions in the flying training organizations at Moton Field

and Tuskegee Army Air Field throughout World War II.58

For more than a year before the 99th Fighter Squadron was assigned to the 332d

Fighter Group, it served in combat overseas while attached to various white fighter

groups, as if it were one of the squadrons of those groups. In effect, those groups

included both black and white personnel while the 99th Fighter Squadron was attached to

them. Some of the members of the 99th Fighter Squadron, which by then had become an

all-black organization, resented being assigned to the 332nd Fighter Group, because they

had become accustomed to serving in white groups, flying alongside white fighter

squadrons, and did not relish being placed with the black fighter group simply because

they were also black. In a sense, it was a step back toward more segregation. At any

rate, many Tuskegee Airmen during World War II served in units that once included

white personnel, although as the war progressed, their organizations became all black.59

To be sure, some of the white officers who were in command of Tuskegee

Airmen opposed equal opportunities for them. Colonel William Momyer of the 33rd

Fighter Group opposed the continued combat role of the 99th Fighter Squadron when it

was attached to his group, and Colonel Robert Selway, commander of the 477th

Bombardment Group at Freeman Field, attempted to enforce segregated officers’ clubs at

that base, and had many of the Tuskegee Airmen arrested for opposing his policy.60 But

45

for every white officer who discouraged equal opportunity for the Tuskegee Airmen

under their command, there were other white officers who sincerely worked for their

success. They included Forrest Shelton, who instructed pilots in civilian and primary

pilot training at Kennedy and Moton Fields near Tuskegee; Major William T. Smith, who

supervised primary pilot training at Moton Field; Captain Robert M. Long, a flight

instructor who taught the first Tuskegee Airmen pilots to graduate from advanced pilot

training at Tuskegee Army Air Field; Colonel Noel Parrish, commander of the pilot

training at Tuskegee Army Air Field; and Colonel Earl E. Bates, commander of the 79th

Fighter Group for most of the time the 99th Fighter Squadron was attached to it (from

October 1943 to April 1944.)61

Even the black pilots of the Tuskegee Airmen units were not all black. Many of

them descended not only from African Americans, but also from European Americans

and native Americans. Some were a mixture of all three. Yet no matter how little

African American blood they had, most of the members of the Tuskegee Airmen

organizations were classified as “colored” in the World War II period. The skin color

and hair texture and facial features of the Tuskegee Airmen varied as greatly as their

height. Some of the Tuskegee Airman pilots looked more white than black. The racial

diversity among the members of the Tuskegee Airmen organizations belied the foolish

idea that men should be separated from each other on the basis of what they looked like.

One Tuskegee Airman, Eugene Smith, was not black at all, but a mixture of European

and American Indian ancestry. The doctor that delivered him wrote “colored” on his

birth certificate. Because of that label, Smith could fly for the Army Air Forces only if

he went to Tuskegee, and so he did.62

46

9. THE MISCONCEPTION THAT ALL TUSKEGEE AIRMEN WERE FIGHTER PILOTS WHO FLEW RED-TAILED P-51S TO ESCORT BOMBERS Museum displays, World War II history books, magazine articles, pamphlets,

newspaper articles, television programs, and even movies sometimes describe only one

part of the Tuskegee Airmen story, misleading readers or observers into thinking that all

the Tuskegee Airmen flew red-tailed P-51s on bomber escort missions deep into enemy

territory. The Tuskegee Airmen story is much more complex than that. In fact, the

Tuskegee Airmen flew four kinds of fighter aircraft in combat, and also bombers not in

combat. Many of the Tuskegee Airmen who flew in combat during World War II and

earned distinguished records never saw a red-tailed P-51. A good example is Charles

Dryden, who returned from Italy months before any of the Tuskegee Airmen flew any P-

51s overseas, and months before they received the assignment to escort heavy bombers

deep into enemy territory.63

To be sure, the most famous Tuskegee Airmen flew red-tailed P-51 Mustangs to

escort Fifteenth Air Force heavy bombers on raids deep into enemy territory, but not all

of them did so. Before July 1944, the 99th Fighter Squadron flew P-40 fighters on patrol

and air-to-ground attack missions against enemy targets on tactical missions for the

Twelfth Air Force. Sometimes these missions involved escorting medium bombers, but

more often they involved supporting Allied surface forces and defending them from

attack by enemy aircraft in Italy. During June 1944, the 332d Fighter Group flew P-47

aircraft on bomber escort missions. Before then, the group and its three fighter squadrons

flew P-39 aircraft on tactical missions for the Twelfth Air Force, supporting Allied

ground forces in Italy. Neither the P-39s nor the P-40s had red tails. Only in July 1944

was the 99th Fighter Squadron assigned to the 332d Fighter Group, and only in that month

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did the group begin to fly red-tailed P-51s. The group painted the tails of the aircraft red

because the Fifteenth Air Force had seven fighter escort groups, including three P-38 and

four P-51 groups. All four of the P-51 groups had distinctively-painted tails. The 31st

Fighter Group had red-striped tails; the 52nd Fighter Group had yellow tails; the 325th

Fighter Group had black and yellow checkerboard-patterned tails. The tails of the 332d

Fighter Group were painted solid red.64 The assigned colors for each group helped

distinguish it from other groups in large formations flying to, from, and over enemy

targets. The various colored tails also helped bomber crews tell which groups were

escorting them, and whether distant fighters were friend or foe.

Some of the African-American pilots who trained at Tuskegee Army Air Field

during World War II never became fighter pilots at all. They became bomber pilots, and

were assigned after their Tuskegee training to the 477th Bombardment Group, which flew

twin-engined B-25s. That group never deployed overseas to take part in combat during

the war.65

10. THE MISCONCEPTION THAT AFTER A FLIGHT WITH A BLACK PILOT AT TUSKEGEE, ELEANOR ROOSEVELT PERSUADED THE PRESIDENT TO ESTABLISH A BLACK FLYING UNIT IN THE ARMY AIR CORPS Contrary to a persistent misconception, Eleanor Roosevelt’s visit to Tuskegee

Institute at the end of March 1941 did not result in her convincing her husband, President

Franklin D. Roosevelt, to establish a black flying unit in the Army Air Corps.66

In fact, the decision to establish a black flying unit in the Army Air Corps had

been announced by the War Department on January 16, 1941, more than two months

before Eleanor Roosevelt’s visit to Tuskegee. The announcement included mention of

plans to train support personnel for the unit at Chanute Field, Illinois, followed by pilot

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training at Tuskegee. On March 19, 1941, the War Department constituted the first black

flying unit, the 99th Pursuit Squadron, and on March 22, the unit was activated at Chanute

Field.67 A week after the 99th Pursuit Squadron was activated, Eleanor Roosevelt visited

Tuskegee, and was given an airplane ride over Tuskegee. The date was March 29,

1941.68 The pilot was Charles Anderson, chief instructor who taught civilian pilot

training at Tuskegee Institute. The President’s wife visited Tuskegee, not to get a black

flying squadron started, but because the black flying squadron had been started, and was

scheduled to move from Chanute to Tuskegee after its support personnel had been

trained.

Eleanor Roosevelt undoubtedly supported the efforts to establish black flying

training at Tuskegee, and her visit to Tuskegee Institute encouraged contributions for the

building of a primary flying base at Tuskegee (which later became Moton Field), but she

did not convince her husband the President to establish the first black flying unit after her

flight with Chief Anderson at Tuskegee, because the 99th Pursuit Squadron had already

been announced in January, and constituted and activated before her Tuskegee visit.

Another aspect of the popular story about Eleanor Roosevelt riding with a black

pilot at Tuskegee includes the notion that the Secret Service agents protecting her

objected to her taking the flight with a black pilot, because they were concerned about her

safety, and that they called Washington, D.C. to see if it was okay with President

Franklin D. Roosevelt. The President is said to have responded that they should let

Eleanor do what she wanted. That part of the story is also questionable. Lewis Gould, in

his book American First Ladies, Their Lives and their Legacy, noted that Eleanor

Roosevelt “adamantly refused Secret Service protection” throughout the years her

49

husband was President. If that is true, she would not have had Secret Service agents there

at Tuskegee to object to her flying with a black pilot.69

11. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN EARNED 150 DISTINGUISHED FLYING CROSSES DURING WORLD WAR II For many years the Tuskegee Airmen were said to have earned 150 Distinguished

Flying Crosses during World War II. According to Dr. Roscoe Brown, an original

Tuskegee Airmen who earned his own Distinguished Flying Cross (DFC), 150 is the

usual number one hears or reads for DFCs that were earned by Tuskegee Airmen. He

said the number was based on the book, The Tuskegee Airmen: The Men Who Changed a

Nation, by Charles Francis. Francis noted that there was evidence for 95 DFCs awarded

to Tuskegee Airmen, but possibly there were as many as 150.70

Craig Huntly of the Tuskegee Airmen Incorporated’s Harry A. Sheppard

historical research committee checked all the Fifteenth Air Force general orders that

awarded DFCs to Tuskegee Airmen, and found 95 had been awarded. He knew that the

Tuskegee Airmen units in combat had also served with the Twelfth Air Force, before

joining the Fifteenth Air Force, and that Twelfth Air Force general orders would also

probably note additional DFCs awarded to Tuskegee Airmen. However, Huntly found

only one Twelfth Air Force general order that awarded a DFC to a Tuskegee Airman. It

recognized the aerial victory credit of Charles B. Hall, the first black pilot in military

service to shoot down an enemy airplane. He found no other Twelfth Air Force orders

that awarded DFCs to Tuskegee Airmen. Tuskegee Airmen who earned other aerial

victory credits, while flying with the Twelfth Air Force, earned Air Medals instead of

DFCs. The total number of DFCs awarded to Tuskegee Airmen was therefore 96: 95 of

which were awarded by Fifteenth Air Force orders, and 1 awarded by a Twelfth Air

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Force order. Moreover, one Tuskegee Airman, Captain William A. Campbell, earned

two DFCs. Therefore, 95 Tuskegee Airmen earned DFCs, but 96 DFCs were awarded to

Tuskegee Airmen.

I searched through every one of the orders that Huntly listed, and found the dates

of the events for which each of the Tuskegee Airmen DFCs were awarded. I placed the

events in chronological order so that I could include them in my larger Tuskegee Airmen

Chronology. The correct number of DFCs earned by the Tuskegee Airmen, for which

there is documentation, is 96, not 150. The table below shows the numbers of all the

Fifteenth and Twelfth Air Force general orders that awarded DFCs to Tuskegee Airmen.

TABLE XII: CHRONOLOGICAL LIST OF TUSKEGEE AIRMEN DISTINGUISHED FLYING CROSS WINNERS, BY DATE OF THE ACTION FOR WHICH EACH DFC WAS AWARDED. DATE NAME FIGHTER

SQUADRON OF 332D FIGHTER GROUP

GENERAL ORDER NUMBER AND DATE OF ISSUE (all issued by Fifteenth Air Force except first one)

28 Jan 1944 Capt. Charles B. Hall 99 64, 22 May 1944 (12 AF) 12 May 1944 Capt. Howard L. Baugh 99 4041, 19 Oct 1944 21 May 1944 1 Lt. Charles W. Tate 99 449, 31 Jan 1945 27 May 1944 1 Lt. Clarence W. Dart 99 449, 31 Jan 1945 4 June 1944 Capt. Edward L. Toppins 99 4041, 19 Oct 1944 4 June 1944 Capt. Leonard M. Jackson 99 4876, 5 Dec 1944 5 June 1944 Capt. Elwood T. Driver 99 449, 31 Jan 1945 9 June 1944 Col. Benjamin O. Davis, Jr. (332 Fighter

Gp) 2972, 31 Aug 1944

12 July 1944 Capt. Joseph D. Elsberry 301 2466, 10 Aug 1944 16 July 1944 Capt. Alphonza W. Davis (332 Fighter

Gp) 3541, 22 Sep 1944

16 July 1944 1 Lt. William W. Green 302 49, 3 Jan 1945 17 July 1944 1 Lt. Luther H. Smith 302 5068, 18 Dec 1944 17 July 1944 1 Lt. Laurence D. Wilkins 302 49, 3 Jan 1945 18 July 1944 2 Lt. Clarence D. Lester 100 3167, 6 Sep 1944 18 July 1944 1 Lt. Jack D. Holsclaw 100 3167, 6 Sep 1944 18 July 1944 Capt. Andrew D. Turner 100 4009, 17 Oct 1944 18 July 1944 1 Lt. Walter J. A. Palmer 100 654, 13 Feb 1945

51

18 July 1944 1 Lt. Charles P. Bailey 99 3484, 29 May 1945 20 July 1944 Capt. Henry B. Perry 99 4993, 14 Dec 1944 25 July 1944 Capt. Harold E. Sawyer 301 4876, 5 Dec 1944 27 July 1944 1 Lt. Edward C. Gleed (332 Fighter

Gp) 3106, 4 Sep 1944

12 August 1944 Capt. Lee Rayford 301 5068, 18 Dec 1944 12 August 1944 Capt. Woodrow W. Crockett 100 49, 3 Jan 1945 12 August 1944 Capt. William T. Mattison 100 49, 3 Jan 1945 12 August 1944 1 Lt. Freddie E. Hutchins 302 49, 3 Jan 1945 12 August 1944 1 Lt. Lawrence B. Jefferson 301 49, 3 Jan 1945 12 August 1944 1 Lt. Lowell C. Steward 100 231, 15 Jan 1945 14 August 1944 Capt. Melvin T. Jackson 302 3689, 29 Sep 1944 14 August 1944 1 Lt. Gwynne W. Pierson 302 287, 19 Jan 1945 14 August 1944 Capt. Arnold W. Cisco 301 839, 21 Feb 1945 14 August 1944 Capt. Alton F. Ballard 301 1153, 5 Mar 1945 24 August 1944 1 Lt. John F. Briggs 100 49, 3 Jan 1945 24 August 1944 1 Lt. William H. Thomas 302 449, 31 Jan 1945 27 August 1944 Capt. Wendell O. Pruitt 302 3950, 15 Oct 1944 27 August 1944 Capt. Dudley M. Watson 302 4009, 17 Oct 1944 27 August 1944 1 Lt. Roger Romine 302 5068, 18 Dec 1944 30 August 1944 Capt. Clarence H. Bradford 301 1811, 27 Mar 1945 8 September 1944 Maj. George S. Roberts (332 Fighter

Gp) 137, 8 Jan 1945

8 September 1944 1 Lt. Heber C. Houston 99 3484, 29 May 1945 4 October 1944 1 Lt. Samuel L. Curtis 100 158, 10 Jan 1945 4 October 1944 1 Lt. Dempsey Morgan 100 231, 15 Jan 1945 4 October 1944 Capt. Claude B. Govan 301 255, 16 Jan 1945 4 October 1944 1 Lt. Herman A. Lawson 99 449, 31 Jan 1945 4 October 1944 1 Lt. Willard L. Woods 100 449, 31 Jan 1945 6 October 1944 1 Lt. Alva N. Temple 99 231, 15 Jan 1945 6 October 1944 Capt. Lawrence E. Dickson 100 287, 19 Jan 1945 6 October 1944 1 Lt Edward M. Thomas 99 517, 6 Feb 1945 6 October 1944 1 Lt. Robert L. Martin 100 839, 21 Feb 1945 6 October 1944 Capt. Robert J. Friend 301 1811, 27 Mar 1945 11 October 1944 Capt. William A. Campbell 99 4215, 28 Oct 1944 11 October 1944 1 Lt. George E. Gray 99 4425, 10 Nov 1944 11 October 1944 1 Lt. Felix J. Kirkpatrick 302 4876, 5 Dec 1944 11 October 1944 1 Lt. Richard S. Harder 99 836, 21 Feb 1945 12 October 1944 1 Lt. Lee Archer 302 4876, 5 Dec 1944 12 October 1944 Capt. Milton R. Brooks 302 255, 16 Jan 1945 12 October 1944 1 Lt. Frank E. Roberts 100 287, 19 Jan 1945 12 October 1944 1 Lt. Spurgeon N. Ellington 100 449, 31 Jan 1945 12 October 1944 1 Lt. Leonard F. Turner 301 836, 21 Feb 1945 12 October 1944 Capt. Armour G. McDaniel 301 1430, 15 Mar 1945 12 October 1944 Capt. Stanley L. Harris 301 1811, 27 Mar 1945

52

12 October 1944 1 Lt. Marion R. Rodgers 99 1811, 27 Mar 1945 12 October 1944 1 Lt. Quitman C. Walker 99 3484, 29 May 1945 13 October 1944 1 Lt. Milton S. Hays 99 719, 16 Feb 1945 14 October 1944 1 Lt. George M. Rhodes, Jr. 100 49, 3 Jan 1945 21 October 1944 Capt. Vernon V. Haywood 302 5068, 18 Dec 1944 16 November 1944

Capt. Luke J. Weathers 302 5228, 28 Dec 1944

19 November 1944

Capt. Albert H. Manning 99 4876, 5 Dec 1944

19 November 1944

Capt. John Daniels 99 5068, 18 Dec 1944

19 November 1944

1 Lt. William N. Alsbrook 99 836, 21 Feb 1945

19 November 1944

1 Lt. Norman W. Scales 100 836, 21 Feb 1945

16 February 1945 Capt. Emile G. Clifton 99 3484, 29 May 1945 17 February 1945 Capt. Louis G. Purnell 301 2362, 14 Apr 1945 25 February 1945 1 Lt. Roscoe C. Brown 100 1430, 15 Mar 1945 25 February 1945 1 Lt. Reid E. Thompson 100 2270, 11 Apr 1945 12 March 1945 Capt. Walter M. Downs 301 3484, 29 May 1945 14 March 1945 1 Lt. Shelby F. Westbrook 99 2362, 14 Apr 1945 14 March 1945 1 Lt. Hannibal M. Cox 99 3031, 5 May 1945 14 March 1945 2 Lt. Vincent I. Mitchell 99 3031, 5 May 1945 14 March 1945 1 Lt. Thomas P. Braswell 99 3484, 29 May 1945 14 March 1945 2 Lt. John W. Davis 99 3484, 29 May 1945 16 March 1945 1 Lt Roland W. Moody 301 2834, 28 Apr 1945 16 March 1945 1 Lt. Henry R. Peoples 301 2834, 28 Apr 1945 16 March 1945 1 Lt. William S. Price III 301 2834, 28 Apr 1945 24 March 1945 1 Lt. Earl R. Lane 100 2834, 28 Apr 1945 24 March 1945 2 Lt. Charles V. Brantley 100 2834, 28 Apr 1945 31 March 1945 1 Lt. Robert W. Williams 100 3484, 29 May 1945 31 March 1945 1 Lt. Bertram W. Wilson Jr. 100 3484, 29 May 1945 1 April 1945 1 Lt. Charles L. White 301 2834, 28 Apr 1945 1 April 1945 1 Lt. John E. Edwards 301 3484, 29 May 1945 1 April 1945 1 Lt. Harry T. Stewart Jr. 301 3484, 29 May 1945 1 April 1945 2 Lt. Carl E. Carey 301 3484, 29 May 1945 15 April 1945 Capt. Gordon M. Rapier 301 3324, 21 May 1945 15 April 1945 1 Lt. Gentry E. Barnes 99 3484, 29 May 1945 15 April 1945 Capt. William A. Campbell 99 3484, 29 May 1945 15 April 1945 1 Lt. Jimmy Lanham 301 3484, 29 May 1945 26 April 1945 1 Lt. Thomas W. Jefferson 301 3343, 22 May 1945 12. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN WERE THE FIRST TO IMPLEMENT A “STICK WITH THE BOMBERS” POLICY

53

In the RED TAILS movie by George Lucas, released in January 2012, the

Tuskegee Airmen appear to be the first fighter group to implement a “stick with the

bombers” policy of fighter escort. All of the other fighter groups appear to be chasing

after enemy fighters, leaving the bombers unprotected from other enemy fighters. That is

not true. The “stick with the bombers” policy had been instituted by Major General Ira

Eaker when he was commander of the Eighth Air Force in England, long before the

Tuskegee Airmen ever began heavy bomber escort. In January 1944, Eaker moved to the

Mediterranean Theater of Operations, where the Tuskegee Airmen were to fly, and took

his “stick with the bombers” ideas with him for the Fifteenth Air Force, over which he

served as commander of the Mediterranean Allied Air Forces. At the same time,

Lieutenant General Jimmy Doolittle moved to England to take command of the Eighth

Air Force. When he entered the office of the commander of the VIII Fighter Command,

which managed the fighter escorts of the Eighth Air Force, he saw a sign that said, “The

First Duty of the Eighth Air Force Fighters is to bring the bombers back alive.” Doolittle

ordered that the sign be taken down and declared that the first duty of the fighters is to

destroy German fighters.71

When the Tuskegee Airmen followed a “stick with the bombers” escort policy,

they were not implementing a brand new policy, but following the old policy of General

Eaker. The fighter escorts of the Fifteenth Air Force, under the Mediterranean Allied Air

Forces, refused to be lured away from the bombers they were protecting by enemy decoy

fighters. That would have left the bombers more vulnerable to the other enemy fighters.

The policy of going after the German fighters, instead of sticking with the bombers, was

Doolittle’s policy after he moved to England to take command of the Eighth Air Force

54

early in 1944, but not the policy of the Fifteenth Air Force after General Eaker took

command of the Mediterranean Allied Air Forces, under which the Fifteenth Air Force

served.

13. THE MISCONCEPTION THAT THE 332ND FIGHTER GROUP WAS THE ONLY ONE TO ESCORT FIFTEENTH AIR FORCE BOMBERS OVER BERLIN The RED TAILS movie by George Lucas depicts the Berlin mission as if only

two fighter groups were assigned to protect the Fifteenth Air Force bombers: the 52nd and

the 332nd. In the movie, the 52nd Fighter Group fails to show up, so the 332nd Fighter

Group stays with the bombers all the way to the target, being the only fighter group to

protect the bombers on that mission. Tuskegee Airman Lee Archer, in a 2001 interview,

claimed that “the other group was supposed to relieve us got lost and didn’t show up and

our group decided that they would stay with the bombers.”72 In reality, the Fifteenth Air

Force bombers that raided Berlin that day were protected by no less than five fighter

groups, including not only the 52nd and 332nd, but also three other groups. Four of the

fighter groups flew P-51s, and one flew P-38s. All of the five fighter groups flew all the

way to Berlin to protect the bombers that day. In fact, whereas the 332nd Fighter Group

shot down 3 enemy jets that attacked the bombers near Berlin that day, the 31st Fighter

Group shot down 5 in the same air battle.73

14. THE MISCONCEPTION THAT THE 99TH FIGHTER SQUADRON, UNLIKE THE WHITE FIGHTER SQUADRONS WITH WHICH IT SERVED, AT FIRST FLEW OBSOLETE P-40 AIRPLANES The Lucasfilm movie about the Tuskegee Airmen called RED TAILS suggests

that the Tuskegee Airmen, when flying their P-40s, were flying obsolete hand-me-down

airplanes that the white units no longer flew. The 99th Fighter Squadron was the

Tuskegee Airmen unit that flew P-40s in combat. When the 99th Fighter Squadron

55

entered combat from bases first in north Africa, and later Sicily and still later on the

mainland of Italy in 1943, it was flying the same kinds of aircraft as the P-40 groups to

which it was attached in turn, and the same kinds of aircraft as the P-40 squadrons that

were assigned to those same groups. If the P-40 was an obsolete aircraft, then groups to

which it was attached, and the fighter squadrons assigned to those groups with which the

99th Fighter Squadron flew, were also flying obsolete aircraft. In other words, if the P-

40s were obsolete, many more white pilots were flying obsolete aircraft than black pilots.

Most of the time the 99th Fighter Squadron was flying P-40s while attached to

white P-40 groups, each of which had three other P-40 squadrons assigned, all the

squadrons were flying the same kinds of missions. Those missions included attacking the

enemy-held island of Pantelleria in the Mediterranean Sea, which surrendered without an

invasion, and covering the Allied invasion of Sicily, to which the 99th Fighter Squadron

moved with the group to which it was attached. In fact, both the group and the 99th

Fighter Squadron earned a Distinguished Unit Citation for the missions against enemy-

held Sicily. A Tuskegee Airman shot down an enemy aircraft exactly one month after the

99th Fighter Squadron flew its first combat mission. In truth, except for about a month in

1943, the 99th Fighter Squadron was not only flying the same kinds of aircraft, but also

the same kinds of missions in the same areas, on the front lines facing the enemy.74

There is one exception. When the 33rd Fighter Group and its three assigned P-40

squadrons moved from Sicily to the mainland of Italy on 13-14 September 1943, the 99th

Fighter Squadron, also flying P-40s, remained back at Sicily, and stayed there until more

than a month later, when it also moved to the mainland of Italy. During that month, the

99th Fighter Squadron was stationed far behind the squadrons assigned to the group, and

56

therefore had much less opportunity to shoot down enemy aircraft. On October 16,

1943, the 99th Fighter Squadron was detached from the 33rd Fighter Group and attached

instead to the 79th Fighter Group. The next day, October 17, the 99th finally moved to the

mainland of Italy.75

The 99th Fighter Squadron earned two Distinguished Unit Citations before it was

assigned to the 332nd Fighter Group. If one reads the orders that awarded those honors,

he or she would find no reference at all to the 99th Fighter Squadron. The honors were

awarded to the 324th Fighter Group, for operations over Sicily in June and July 1943, and

for operations over Cassino on 12-14 May 1944. The only reason the 99th Fighter

Squadron also received the two Distinguished Unit Citations is because the 99th Fighter

Squadron was attached to the 324th Fighter Group in June and July 1943 and again in

May 1944. The 99th Fighter Squadron was flying the same aircraft (P-40s) on the same

missions as the 324th Fighter Group. It was not flying an inferior aircraft, and most of the

time, except between mid-September and mid-October 1943, it was not flying many

miles away from the enemy, without the opportunity to excel in combat.76

At least two sources note that the 99th Fighter Squadron was flying better P-40s

than the other P-40 squadrons in North Africa in 1943. Major Philip Cochran was a

white officer in the 33rd Fighter Group’s 58th Fighter Squadron, who was ordered by

General Cannon to help train the pilots of the 99th Fighter Squadron in combat tactics and

navigation. Cochran noted in an interview that the 99th Fighter Squadron had better

equipment than the other squadrons, implying that the squadron was equipped with better

P-40s.77 Gail Buckley, in her book American Patriots, about blacks in the military, also

noted that the 99th Fighter Squadron had newer P-40s than the other squadrons in North

57

Africa.78 The idea that the 99th Fighter Squadron was flying planes more obsolete than

the white fighter pilots had is only a myth.

Another aspect of the obsolete P-40 myth includes the notion that the P-40s the

Tuskegee Airmen flew at first in combat were reconstructed from those actual P-40s that

the Flying Tigers under Claire Chennault had flown in the China-Burma-India Theater.

This version of the story claims that pieces of those aircraft were put together for the

black pilots to use in North Africa, as if the remnants of those planes were the only P-40s

the Army Air Forces had left. That is an absurd notion.79

15. THE MISCONCEPTION THAT THE TRAINING OF BLACK PILOTS FOR COMBAT WAS AN EXPERIMENT DESIGNED TO FAIL Many publications about the Tuskegee Airmen claim that the program of training

black pilots in the Army Air Forces was an experiment designed to fail, as if the Army

Air Forces planned from the start to “wash out” all the pilot trainees before they had a

chance to graduate, or that it planned from the start never to allow them to enter combat.

The documentation from World War II does not support the claim, although there were

many within the service, including some of the leading officers, who resisted the policy

of granting black pilots the same opportunities as white ones.

The World War II primary sources about the training of the black pilots at Moton

Field and later at Tuskegee Army Air Field, and even at Selfridge Field, indicate that at

least the local Army Air Forces officers by and large intended for the program to succeed.

Studies by Robert “Jeff” Jakeman and J. Todd Moye prove that many Army Air Forces

white personnel in the flying training program for black pilots, with a few exceptions,

worked for the success of the black pilots. The foremost Army Air Forces officer in

charge of the black pilot training was Colonel Noel Parrish. As commander of Tuskegee

58

Army Air Field, where the pilots received their basic and advanced flying training, and

where many of them also received their transition training, he had a vested interest in the

success of the program. Many other white Army Air Forces officers took part in the

training of black pilots, not only at Moton Field but also at Tuskegee Army Air Field.

Among them were Major William T. Smith and Captain Robert M. Long. Forrest

Shelton was a white pilot who taught black pilots to fly both in civilian pilot training at

Kennedy Field and in primary training at Moton Field. President Franklin D. Roosevelt,

the commander in chief, had mandated the first black flying unit as early as 1940, and the

War Department established and activated that unit in March 1941, even before any black

pilots had been trained within the Army Air Forces. President Roosevelt, and the Army

Air Forces officers at Moton and Tuskegee Army Air Fields, did not intend the program

to fail.80

Even after the 99th Fighter Squadron deployed to North Africa to enter combat in

the Mediterranean Theater of Operations, there were white officers who helped the

squadron succeed. While the 33rd Fighter Group commander, Col. William W. Momyer,

attempted to remove the 99th Fighter Squadron from combat, or at least to remove it from

attachment to his group, in 1943, not all white officers of the 33rd Fighter Group were

opponents of the 99th Fighter Squadron. One of them was Major Philip Cochran, who

was ordered by General John Cannon to help the newly arrived pilots of the 99th Fighter

Squadron by training them in combat tactics and navigation, which Cochran did

willingly.81 Cochran was commander of the 33rd Fighter Group’s 58th Fighter Squadron.

When the 99th Fighter Squadron was subsequently attached to the white 79th Fighter

Group, commander, Col. Earl E. Bates, welcomed the black squadron to his group and

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encouraged its success in combat, treating that squadron like the other three squadrons

assigned to his group.82

16. THE MISCONCEPTION OF THE HIDDEN TROPHY A popular story claims that when the Air Force held its first gunnery “Top Gun”

meet in Las Vegas in 1949, the all-black 332nd Fighter Group defeated all the other

groups, but because a black group won, the competition was discontinued and the trophy

was hidden. Some sixty years later, the trophy was finally discovered, and the 332nd

Fighter Group was recognized for this unique achievement.83

In reality, the Air Force’s 1949 gunnery meet in Las Vegas was not called “Top

Gun,” and the 332nd Fighter Group was not the only fighter group to win. The 332nd won

the conventional (propeller-driven) aircraft category, while the 4th Fighter Group won the

jet aircraft category. In 1950, the Air Force held another gunnery meet in Las Vegas, but

by then, the all-black 332nd Fighter Group had been inactivated. Two other

organizations, the 3525th Aircraft Gunnery Squadron and the 27th Fighter Escort Group,

won the 1950 gunnery meet, the first for the jet aircraft category, and the second for the

conventional (propeller-driven) aircraft category. The trophy for the 1949 and 1950

gunnery meets included an engraved plate that named the four organizations that won the

two meets in the two categories.84

The story that the trophy was deliberately hidden by racists to cover up the

achievement of the black pilots does not ring true. For one thing, the 332nd Fighter Group

was only one of four organizations listed on the trophy, and three of them were white.

Hiding the trophy would not only obscure black heroes, but white ones as well. Another

factor to consider is that when the trophy was awarded for the last time, no institution

60

called the Air Force Museum existed yet. In 1956, the Air Force Technical Museum at

Wright-Patterson Air Force Base was renamed the Air Force Museum, which was open to

the public, but the trophy was not yet a part of the museum’s collection, but belonged to

the Smithsonian Institution, which could not display all of the thousands of artifacts in its

inventory. In 1971, the Air Force Museum moved to its current site, but was still only a

fraction of what it is today. Not until 1975 was the museum constituted as an official

USAF organization rather than simply a named activity. The museum grew

tremendously in size in the decades after 1975, and eventually had more room to exhibit

artifacts. In the late 1970s and early 1980s, the Smithsonian Institution in Washington,

D.C. transferred some of its United States Air Force artifacts to the Air Force Museum.

Among them was the trophy from the USAF gunnery meets in Las Vegas in 1949 and

1950. Years later, largely through the efforts of Zellie Orr, the trophy for the Air Force’s

gunnery meets in Las Vegas in 1949 and 1950 was put on display as part of an exhibit to

commemorate the achievements of the Tuskegee Airmen, since the 332nd Fighter Group

was its most famous organization, although the 332nd Fighter Group was not the only

group to win the trophy.85

The gunnery meets at Las Vegas were discontinued not because a black group had

won, but because the Korean War broke out in 1950, and the Air Force needed to deploy

its best fighter groups to the Far East to take part in the conflict, which did not end until

1953.

17: THE MISCONCEPTION THAT THE OUTSTANDING WORLD WAR II RECORD OF THE TUSEKGEE AIRMEN ALONE CONVINCED PRESIDENT TRUMAN TO DESEGREGATE THE ARMED FORCES OF THE UNITED STATES.

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The Tuskegee Airmen’s 332nd Fighter Group completed its combat missions in

Europe, and members of the 477th Bombardment Group took part in the “Freeman Field

Mutiny,” in the spring of 1945, but President Truman did not announce his famous

Executive Order 9981 (EO 9981) until July 26, 1948, more than three years later.

Although the executive order did not mention segregation or desegregation or integration,

President Truman noted that his intent was to end segregation in American military

forces, which would help fulfill the equal opportunity the executive order overtly

promised.

According to a chronology on the website of the Harry S. Truman Library and

Museum, there were several factors that led up to EO 9981. On October 29, 1947, the

President's Committee on Civil Rights issued a report, "To Secure These Rights," which

called for an end to racial segregation in the armed forces of the United States. On March

27, 1948, twenty African-American organizations meeting in New York issued a

"Declaration of Negro Voters," which called for an end to racial segregation in the armed

forces. On April 26, 1948, sixteen African-American leaders told Secretary of Defense

James V. Forrestal that the armed forces of the United States must be desegregated. On

June 26, 1948, A. Philip Randolph announced formation of a "League for Non-Violent

Civil Disobedience Against Military Segregation", and three days later he told President

Truman that unless he issued an executive order ending racial segregation in the armed

forces, African-American youth would resist the draft.86 Most importantly, 1948 was a

presidential election year, and President Truman hoped to appeal to black voters in his

reelection campaign.

62

All of these factors must have influenced Truman's decision, but I believe the

record of the Tuskegee Airmen and the many other black military organizations in World

War II, such as the 92nd Infantry Division in Italy, black troops who volunteered for front

line duty after the Battle of the Bulge, and the black drivers of the “Red Ball Express,”

must have also been a factor, not only in Truman's mind, but also in the minds of those

who urged him to desegregate the military. In recognizing the achievements of black

military personnel in World War II, we should not give all the credit to just one or two of

those organizations. The Tuskegee Airmen were probably the most famous of the black

military organizations in World War II, but they alone were not responsible for the

desegregation of the armed forces of the United States.

I believe the exemplary record of the Tuskegee Airmen’s 332nd Fighter Group

during World War II contributed to President Truman’s decision to desegregate the

United States armed forces, since it proved that black men could fly in combat as well as

white men. I believe the efforts of members of the 477th Bombardment Group to

desegregate facilities at Freeman Field in 1945 also contributed to the end of racial

segregation on military bases, and, ultimately, to the end of racial segregation in the

armed forces. However, there were certainly other factors that contributed to President

Truman’s military desegregation decision, including the role of other black military

organizations during World War II.

Another factor to consider is that the Air Force, as a newly independent service,

was already moving toward racial integration even before Truman’s Executive Order

9981, and that the Air Force actually contributed to the decision. The first Secretary of

the Air Force, Stuart Symington, supported the racial integration of the Air Force from

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the beginning of the Air Force as a military service independent from the Army in 1947,

and he contributed to the drafting of the executive order. Symington was an old friend of

Truman, and they both hailed from Missouri. Colonel Noel Parrish, who had

commanded the flying school at Tuskegee Army Air Field, also supported the racial

integration of the Air Force before the actual integration was implemented in 1949. It

should not be a surprise that the Air Force, of all the military services, was the first one to

implement racial integration, because the ball had been rolling within the Air Force even

before Truman issued his mandate to all the services.87

In a letter dated April 5, 1948 to Lemuel E. Graves of the newspaper, The

Pittsburgh Courier, General Carl Spaatz, Chief of Staff of the United States Air Force,

wrote, “It is the feeling of this Headquarters that the ultimate Air Force objective must be

to eliminate segregation among its personnel by the unrestricted use of Negro personnel

in free competition for any duty within the Air Force for which they may qualify.” On

April 26, Spaatz announced that the Air Force would integrate. His views were

consistent with those of the then Secretary of the Air Force, Stuart Symington.

Supporting the same view was Lt. Gen. Idwal H. Edwards, Air Force Deputy Chief of

Staff for Personnel, who thought that racial segregation of the Air Force degraded its

effectiveness as a service. In the same month, April 1948, Assistant Secretary of the Air

Force Eugene Zuckert testified before the National Defense Conference on Negroes

Affairs that the “Air Force accepts no doctrine of racial superiority or inferiority.” Lt.

Gen. Edwards also testified before the same conference, but was more specific, endorsing

desegregation of the Air Force. The United States Air Force had not integrated before

Truman’s Executive Order 9981, but its leadership had already expressed its desire for

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racial integration. In the back of the minds of all the Air Force leaders who supported the

racial integration of their service, before Truman’s order, there must have been an

awareness of what the only American black pilots in combat in World War II had

achieved just a few years earlier, as members of the Army Air Forces.88

According to Alan Gropman's book THE AIR FORCE INTEGRATES, on page

87, Lt. Gen. Idwal H. Edwards was Air Force Deputy Chief of Staff for Personnel, and he

thought racial segregation in the Air Force should end, not because the "Negro flying

units" of World War II had been effective, but because they had NOT been effective. As

a member of the McCloy Committee during the war, he was in a position to know.

This is opposite to the general claim that the segregated units had performed so

well, they caused segregation to end. There is some logic to that. If the segregated units

performed better, persons might have argued that segregated units should be maintained.

Col. Noel Parrish, in his Air Command and Staff School thesis in 1947, makes a

similar point. On page 41 he noted that "Each establishment of a 'Negro unit' project was

finally covered with a smoke screen of praise which clouded the issues and obscured the

facts." In other words, praising the all-black units too much did not further the cause of

integration, but segregation instead. Parrish wanted segregated units to end. The fact

that segregation was inefficient proved the need for integration instead.

18. THE MISCONCEPTION THAT 332ND FIGHTER GROUP WAS THE ONLY GROUP TO PAINT THE TAILS OF ITS FIGHTERS A DISTINCTIVE COLOR, TO DISTINGUISH THEM FROM THE FIGHTERS OF THE OTHER FIGHTER ESCORT GROUPS. A popular story about the Tuskegee Airmen is that one day someone in the 332nd

Fighter Group impulsively decided to paint the tails of the group’s escort fighters red so

that others would “know who they were” and so that they would get credit for being the

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best of the fighter escort groups in the combat theater. The story suggests that aircraft of

the other fighter escort groups were not painted in any distinctive color, and that the

Tuskegee Airmen were the only ones to fly fighters with red tails.89

In truth, each of the seven fighter escort groups in the Fifteenth Air Force had its

own assigned color marking scheme. By the middle of July 1944, the 306th Fighter Wing

had four P-51 groups, of which the 332nd Fighter Group was one, and three P-38s groups.

The prescribed aircraft markings involved not only the tail but other parts of the aircraft

as well, but the tails of the P-51s were the most distinctive. The 31st Fighter Group had

striped red-tailed P-51s, while the 52nd Fighter Group had yellow-tailed Mustangs. The

tails of the 325th Fighter Group P-51s were painted a black and yellow checkerboard

pattern, and the 332nd Fighter Group, of course, had solid red tails. A Fifteenth Air Force

document from 1944 shows the markings of the aircraft of each of the seven fighter

groups, and a description of the markings. James T. Sheppard, a Tuskegee Airmen who

maintained P-47 and P-51 aircraft at Ramitelli Air Field in Italy when the 332nd Fighter

Group was flying combat missions from there, remembered that the 332nd Fighter Group

members did not spontaneously determine the red-tailed markings of their aircraft, but

that they were assigned by order of the commander of the Fifteenth Air Force, General

Nathan B. Twining. Having received the color scheme order, the maintenance officer of

each of the four fighter squadrons of the 332nd Fighter Group gathered his crew chiefs

and passed along the prescribed aircraft markings.90

Once each of the fighter escort group aircraft was painted as assigned, each group

could be identified more easily not only by the other fighter groups but also by the

bombardment groups and wings whom they would escort. The colors helped the

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members of the large formations tell friend from foe, and, among friends, which group

was which. This was especially important when there were several different

bombardment groups and fighter escort groups on the same mission.

19. THE MISCONCEPTION THAT ALL BLACK MILITARY PILOT TRAINING DURING WORLD WAR II TOOK PLACE AT TUSKEGEE INSTITUTE.

Many articles about the Tuskegee Airmen imply or insinuate that all the black

pilots in the American military during World War II received their flying training at

Tuskegee Institute.91 In actuality there were three main phases of military flying training:

primary, basic, and advanced. Only the primary phase took place at Tuskegee Institute.

Along with other black institutions of higher learning, Tuskegee Institute operated

a civilian pilot training program. This was accomplished at the institute’s Kennedy Field,

south of downtown Tuskegee. That, however, was to train civilian pilots, who were not

yet members of the Army Air Corps or the Army Air Forces. There were other places all

over the country where black pilots trained, as civilians.

Tuskegee Institute also operated, under contract with the Army Air Forces, a

primary flying training school at Moton Field, another facility owned by Tuskegee

Institute. The primary phase was for military pilots, but the although the cadets were in

the military, many of the instructors were civilians. Military officers supervised the

overall training at Moton Field, and determined which of the pilots would move on to the

basic and advanced phases of military pilot training.

The basic and advanced phases of military pilot training, for the Tuskegee

Airmen, took place not at Tuskegee Institute or any of its facilities, but at Tuskegee Army

Air Field, which was several miles northwest of Moton Field. Tuskegee Army Air Field

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was much larger than Moton Field, and was wholly owned and operated by the Army Air

Forces. The flying school at Tuskegee Army Air Field was not part of Tuskegee

Institute.92

20. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN WERE THE ONLY FIGHTER PILOTS FOLLOWING THE OFFICIAL POLICY OF “STICKING WITH THE BOMBERS.” When Lt. Gen. Ira Eaker commanded the Eighth Air Force in England, his policy

for the fighter escorts of his bombers was to “stick with the bombers.” That policy was

reflected in a sign in the office of the commander of the VIII Fighter Command, Major

General William Kepner. The sign read: “The first duty of the Eighth Air Force fighters

is to bring the bombers back alive.”93 Eaker did not invent the policy that fighter pilots

escorting bombers would stay with the bombers and not leave them unprotected by going

off chasing after enemy fighters. The policy was already defined in Army Air Forces

Field Manual 1-15, “Tactics and Technique of Air Fighting,” published on 10 April

1942.94 It directed fighter escort pilots to “carry out their defensive role.”

The policy apparently applied not only to the Eighth Air Force in England, but

also to the Fifteenth Air Force in Italy. At the beginning of 1944, General Eaker moved

from England to the Mediterranean Theater of Operations, and became commander of the

Mediterranean Allied Air Forces, under which the Fifteenth Air Force operated. Col.

Benjamin O. Davis Jr., in his autobiography, mentioned that General Eaker requested the

332nd Fighter Group be given the bomber escort mission and move to join the Fifteenth

Air Force. In the same book, Davis insisted that the mission of his fighters was to “stick

with the bombers” in order to prevent them from being shot down.95 From these sources,

it appears that the policy of “sticking with the bombers” prevailed at the time the 332nd

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Fighter Group assumed and performed its bomber escort missions. One would therefore

assume that if other fighter groups did not “stick with the bombers,” but abandoned them

to chase after enemy aircraft, that those other fighter groups were not following the

policy they were assigned.

There is evidence that by the beginning of 1944, six months before the 332nd

Fighter Group began escorting bombers of the Fifteenth Air Force, that the official policy

had changed. As early as November 1943, General Henry “Hap” Arnold, commander of

the Army Air Forces, sent a memorandum to General George C. Marshall, the Army

Chief of Staff, recommending that his fighters “seek out and destroy the German Air

Force in the air and on the ground” and that “the defensive concept of our fighter

commands and air defense units must be changed to the offensive.”96 In a Christmas

1943 letter, General Arnold, in a similar letter to Major General James H. Doolittle, then

commander of the Fifteenth Air Force in Italy, “my personal message to you – this is a

MUST-is to destroy the enemy air force wherever you find them, in the air, on the

ground, and in the factories.”97 In January, 1944, Doolittle moved to England to take

command of the Eighth Air Force. Meeting with the commander of the VIII Fighter

Command, Maj. Gen. William Kepner, Doolittle told Kepner to take the sign down that

said the first duty of the Eighth Air Force fighters was to bring the bombers back alive,

and replaced it with another sign that said the first duty of the Eighth Air Force was to

destroy enemy aircraft.98

One might imagine that Doolittle changed the fighter escort policy of the Eighth

Air Force in England, and that the old policy of “sticking with the bombers” was

preserved in other theaters, but there is evidence that the policy also changed for the

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Fifteenth Air Force in Italy. Although the Fifteenth Air Force was technically under the

Mediterranean Allied Air Forces, which Eaker commanded, it was also under the

operational control, like the Eighth Air Force, of the U.S. Strategic Air Forces in Europe,

under the command of General Carl Spaatz. Spaatz, who was the superior of both

Doolittle and Eaker, issued an operational directive on January 11, 1944 that directed

attacks on the German Air Force in the air and on the ground. Like his superior, General

Arnold, Spaatz favored that the fighters go after the enemy aircraft. Even if Eaker

desired to preserve the former policy of sticking with the bombers, his superiors directed

that the fighters be turned loose against the German fighters as early as the end of 1943

and January 1944. This new policy was more practical in light of the increasing numbers

and range of the Allied fighter escorts. Some of the fighters could be spared to go after

the enemy aircraft, shooting them down so they could never threaten the bombers again.

The 332nd Fighter Group did not begin escorting heavy bombers of the Fifteenth Air

Force until June 1944, about six months after the policy began to change. Even when

the 332nd Fighter Group did begin escorting heavy bombers, there were times when the

group’s own escort fighters were allowed to go in search of enemy fighters and airfields.

According to Richard Davis, in his biography of General Carl A. Spaatz (Carl A.

Spaatz and the Air War in Europe, published by the Center for Air Force History in

Washington, D.C. in 1993, “Spaatz contributed greatly to the defeat of the Luftwaffe. He

put his whole authority behind the decision to employ aggressive, loose-escort tactics,

which freed the fighters to seek out the enemy but left the bombers more vulnerable.”

As commander of the U.S. Strategic Air Forces in Europe, by the end of February 1944

(at least three months before the 332nd Fighter Group began flying bomber escort

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missions), General Spaatz provided operational control to both the Eighth Air Force in

England under Doolittle, and the Fifteenth Air Force in Italy under Twining.99

In conclusion, if the fighter escort groups of the Fifteenth Air Force, besides the

332nd Fighter Group, sometimes chased after enemy aircraft instead of only “sticking

with the bombers,” it appears that they were following rather than violating policy, and

that the new policy emanated not from them but from the highest officers of the Army

Air Forces. Contrary to a common misconception, the other fighter pilots were not

simply seeking to raise their aerial victory credits total for personal glory, and

abandoning the bombers they were supposed to protect in violation of their assigned

mission.

21. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN’S 332ND FIGHTER GROUP FLEW MORE DIFFERENT KINDS OF AIRCRAFT IN COMBAT THAN ANY OTHER ARMY AIR FORCES GROUP DURING WORLD WAR II. I am not certain of how this misconception originated, but it appeared at the

Enlisted Heritage Hall, a museum at Gunter Annex of Maxwell Air Force Base. A

display plaque claimed that the 332nd Fighter Group, the only Tuskegee Airmen group in

combat, flew more different kinds of aircraft in combat in World War II than any other

group in the Army Air Forces.100

The 332nd Fighter Group flew a total of four different kinds of aircraft during

World War II: P-39s, P-40s, P-47s, and P-51s.101 There were other Army Air Forces

groups that flew four or more aircraft in combat during the war. One of them was the 8th

Fighter Group, that flew P-38s, P-39s, P-40s, and P-47s, according to the lineage and

honors histories of the component squadrons. The 8th Fighter Group also flew P-400s,

but that was another version of the P-39. It appears from this research that the 8th Fighter

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Group, like the 332nd Fighter Group, also flew four different kinds of aircraft in combat

during World War II.102

Research by Barry Spink of the Air Force Historical Research Agency indicates

that the 1st Air Commando Group flew more than four kinds of aircraft during World War

II, and might have flown as many as nine different types: B-25 bombers, P-51 fighters, L-

1 and L-5 liaison airplanes, C-47 transports, CG-4 and TG-5 gliders, UC-64 utility

airplanes, and even helicopters. It appears from preliminary research that it was the 1st

Air Commando Group, not the 332nd Fighter Group of the Tuskegee Airmen, that flew

more different kinds of aircraft in combat than any other Army Air Forces group during

World War II.103

22. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN BELONGED TO SOME OF THE MOST HIGHLY DECORATED UNITS IN U.S. MILITARY HISTORY. In various places, one finds articles that claim the Tuskegee Airmen belonged to

units that were among the most highly decorated in U.S. history. For example, an article

by Jessica York called “Tuskegee Airmen Recall Flying Unfriendly Skies,” published in

the Oroville Mercury Register of California and posted on February 20, 2007 claimed,

about the Tuskegee Airmen, “To their great credit, many units rose far above the

expectations of their often racist commanders- some becoming among the most highly

decorated units in U.S. military history.” A similar claim appears in a 2013 online

advertisement for the book, The Tuskegee Airmen and Beyond, by David G. Styles. It

mentions that the Tuskegee Airmen belonged to one of the most highly decorated of the

Army Air Forces organizations in World War II, at least in their theater.

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The first black flying squadron in the American military was the 99th Fighter

Squadron, but it was far from the most highly decorated of the fighter squadrons in the

Air Force during World War II. The 99th Fighter Squadron earned a service streamer,

twelve campaign streamers, and three Distinguished Unit Citations during the war. The

94th Fighter Squadron earned sixteen campaign streamers and three Distinguished Unit

Citations during World War II. Even in its theater, the 99th Fighter Squadron was not the

most highly decorated. The 309th Fighter Squadron, an example of a non-Tuskegee

Airmen unit that was based in the same theater during World War II, earned a total of

fifteen campaign streamers, two with arrowheads, as well as two Distinguished Unit

Citations. There were other fighter squadrons in the theater, without Tuskegee Airmen

members, that had comparable numbers of honors.104

The Tuskegee Airmen’s 332nd Fighter Group, the only black flying group in

combat during World War II, received 10 campaign streamers and one Distinguished

Unit Citation during World War II. The 1st Fighter Group received 15 campaign

streamers during the war, and three Distinguished Unit Citations. Even in comparison to

other fighter groups in the same numbered air force and the same theater during World

War II, the 332nd Fighter Group was hardly the most decorated. The white 31st Fighter

Group, which also flew in the same combat theater during World War II, received fifteen

campaign streamers and two Distinguished Unit Citations. There were other fighter

groups in the same theater that also earned comparable honors to the 31st.105

If the 99th Fighter Squadron and the 332nd Fighter Group suffered from racial

discrimination by commanders over them during World War II, how could they have

expected to have been among the most highly decorated organizations in the Army Air

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Forces? If they had been among the most highly decorated organizations, the claim of

racism against them, by higher commanders, would be difficult to defend.

Individual pilots also earned awards, such as Distinguished Flying Crosses and

Air Medals, during World War II, but the Tuskegee Airmen did not earn more individual

awards than those who were members of other groups and squadrons in the same theater

during World War II.

The idea that the Tuskegee Airmen were more highly decorated than the pilots of

any other flying unit, even in their theater during World War II, is not supported by the

evidence. The honors of the groups and squadrons show that the Tuskegee Airmen

organizations, in fact, were less highly decorated than some of the other Army Air Forces

flying organizations with which they served during World War II.

23. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN NEVER GOT THE RECOGNITION THEY DESERVED. One often reads or hears that the Tuskegee Airmen never got the recognition they

deserved.106 The claim was true at first, when in the first couple of decades after World

War II, when most of the unit histories remained classified, overall histories of the war

and the role of the Army Air Forces in the war tended to ignore the black units, and not

mention the Tuskegee Airmen at all. But the claim is no longer true, and at times the

332nd Fighter Group and the 99th Fighter Squadron receive more publicity than many of

the other squadrons and groups that served with them in the Twelfth and Fifteenth Air

Forces.

As early as 1955, Charles Francis published a book about the black flying units in

World War II which he called The Tuskegee Airmen: The Men Who Changed a Nation.

In fact, Francis coined the term Tuskegee Airmen. Whoever read the book became aware

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that there were black combat pilots in combat with the American armed forces during

World War II, but the book was not widely known at first.107

A second event that further publicized the role of the black airmen in World War

II was the formation of the Tuskegee Airmen Incorporated. Tuskegee Airmen veterans

began gathering in 1972, and in 1975, they incorporated. In 1978, the leaders of the

organization amended the articles of incorporation to make the Tuskegee Airmen

Incorporated a charitable and education organization. The Tuskegee Airmen

Incorporated has ever since educated the public about the contributions of the Tuskegee

Airmen in World War II.108

A third event made the Tuskegee Airmen famous around the nation and around

the world. In 1995, the HBO cable television station produced and showed a movie

called The Tuskegee Airmen, starring Lawrence Fishburne and Cuba Gooding, Jr. The

movie was very popular, and not long after its showing the term “Tuskegee Airmen”

became a common term. More and more Americans were aware of the black pilots who

served in the Army Air Forces during World War II. In 1998, President Bill Clinton

pinned a fourth star on the uniform of the most famous of the Tuskegee Airmen officers,

General Benjamin O. Davis, Jr., who had already become the first black general in the

United States Air Force. By then, General Daniel “Chappie” James, another Tuskegee

Airman, had become the first black four-star general in any of the armed forces of the

United States.109 By this time, the Tuskegee Airmen were becoming more famous than

many of the white airmen who served in other organizations flying some of the same

kinds of missions in the same theater.

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A fourth event made the Tuskegee Airmen even more famous nationwide. In

March 2007, in an impressive ceremony in the rotunda of the United States Capitol in

Washington, DC, President George W. Bush, on behalf of Congress, awarded the

Congressional Gold Medal to the Tuskegee Airmen. The event was televised nationally.

The Congressional Gold Medal is the highest civilian honor awarded by Congress, and it

was presented to honor the Tuskegee Airmen collectively. Surviving Tuskegee Airmen

from around the nation gathered for the ceremony. President Bush himself saluted the

Tuskegee Airmen for their World War II service, and apologized, on behalf of the United

States, for the mistreatment they suffered in the past.

A fifth event that further publicized the Tuskegee Airmen nationally and around

the world was the 2012 release of a new theatrical movie about them called Red Tails,

which George Lucas produced in 2012. While the movie had mixed reviews, it was

widely popular. George Lucas, who was world famous for his Star Wars and Indiana

Jones movie series, helped spread the fame of the Tuskegee Airmen far and wide, and the

Tuskegee Airmen Incorporated, at their 2012 national convention in Las Vegas,

recognized Lucas in an impressive ceremony.

Besides the Tuskegee Airmen book by Charles Francis, the formation of the

Tuskegee Airmen Incorporated, the release of the HBO movie The Tuskegee Airmen, the

2007 Congressional Gold Medal Ceremony, and the release of the Red Tails movie, the

Tuskegee Airmen became famous in many other ways. They have been honored in

countless other books, magazines and newspaper articles. Their story has also been

celebrated in special museum exhibits, including the National Museum of the United

States Air Force, the National Air and Space Museum, and the National World War II

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Museum. There is a Tuskegee Airmen National Historic Site at Tuskegee, run by the

National Park Service of the Department of the Interior. There are even air shows in

which a Red Tail Squadron of the Commemorative Air Force flies a red-tailed P-51. For

all of these reasons, the claim that the Tuskegee Airmen never got the recognition they

deserved is no longer true. People might not have heard about the Tuskegee Airmen for

many years after World War II, but by the turn of the 21st century, they were among the

most famous of the World War II pilots of the Army Air Forces.

24. THE MISCONCEPTION THAT TUSKEGEE AIRMAN CHARLES McGEE FLEW MORE COMBAT MISSIONS THAN ANY OTHER PILOT IN THE AIR FORCE. Sometimes one hears or reads the claim that Tuskegee Airman Colonel Charles

McGee, who flew combat missions as a fighter pilot not only in World War II, but also in

Korea, and Vietnam, compiled a record of more combat missions than any other Air

Force pilot. The claim appeared in an edition of Rising Above, a booklet published by the

Commemorative Air Force’s Red Tail Squadron to celebrate the achievements of the

Tuskegee Airmen. That edition, circulating in 2012, claimed that Col. McGee’s 409

combat missions is the U.S. Air Force record for most combat missions ever flown.110

The source of the claim was not Colonel McGee himself, or the Tuskegee

Airmen. A version of the claim was contained in a 1994 speech by former Chief of Staff

of the Air Force General Ronald Fogleman at the Tuskegee Airmen Incorporated national

convention in Atlanta, Georgia. General Fogleman noted that Colonel McGee had the

distinction of having flown more fighter missions than any other pilot in the three-war

history of the Air Force. General Fogleman’s words are contained in a biography of

Colonel McGee by his daughter, Dr. Charlene McGee Smith. The same source notes that

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Charles McGee flew 409 combat missions. If you read the book carefully, you realize

that the claim of more combat missions than any other Air Force pilot might be a

misinterpretation of General Fogleman’s meaning. He might have meant not that

Colonel McGee compiled more combat missions than any other USAF pilot, but more

than any other USAF fighter pilot who also served in three wars.111

There were several U.S. Air Force pilots who flew more than 409 combat

missions, and therefore more than Colonel McGee. Alophus H. “Pat” Bledsoe, Jr., in an

e-mail to the marketing director of the CAF Red Tail Squadron, noted that he personally

had flown 422 combat missions in Vietnam, and was aware of several other Air Force

pilots who flew more than 500 missions in during the Vietnam War. However, Bledsoe

was a Forward Air Contoller (FAC) and not a fighter pilot, and he referred to other USAF

pilots who were FACs, and not fighter pilots. Colonel Alan Gropman flew 671 missions

in Vietnam, a total much higher than McGee’s 409, but Gropman flew transports, not

fighters.112 If McGee did not fly more combat missions than any other Air Force pilot,

did he fly more combat missions than any other Air Force fighter pilot?

There were other Air Force pilots who flew fighters and who also flew more than

409 combat missions. One of them was Major Kenneth Raymond Hughey, who flew 564

combat missions in Vietnam before he was shot down and became a prisoner of war in

North Vietnam. His number of combat fighter missions is 155 more than the 409 combat

missions of Colonel McGee, but unlike McGee, he did not fly in three wars.113

If Colonel McGee did not fly more combat missions than any other USAF pilot,

and if he did not fly more combat missions than any other USAF fighter pilot, did he fly

more combat missions than any other USAF fighter pilot who flew in 3 wars? That claim

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would also be false. Colonel Ralph S. Parr also flew in three wars, and his total number

of combat missions is 641. He flew 12 missions in P-38s during World War II, 165

missions in F-80s and 37 missions in F-86s during the Korean War, and 427 missions in

F-4s during two tours of duty during the Vietnam War.114

Colonel Charles McGee should be honored for having flown 409 combat missions

as a fighter pilot in the Air Force, and for having flown in three wars, World War II,

Korea, and Vietnam, but the claim that he flew more combat missions than any other

USAF pilot, or more combat missions than any other USAF fighter pilot, or more combat

missions than any other USAF fighter pilot in three wars, is false.

25. THE MISCONCEPTION THAT ALL U.S. BLACK MILITARY PILOTS DURING WORLD WAR II WERE TUSKEGEE AIRMEN IN THE ARMY AIR FORCES. Not all black military pilots who served in the U.S. military during World War II

were Tuskegee Airmen, and not all of them belonged to the Army Air Forces. Before

August 1943, nine black military pilots in the U.S. Army graduated from advanced

liaison pilot training at Fort Sill, Oklahoma instead of at Tuskegee. Six of these had

“washed out” of previous flight training at Tuskegee Army Air Field before transferring

to Fort Sill. In other words, they did not earn their pilot wings at Tuskegee but at Fort

Sill instead. Three other black liaison pilots trained with future white liaison pilots at

Denton, Texas and Pittsburg, Kansas, before they moved on to advanced liaison flight

training and graduation at Fort Sill. Those nine were not technically Tuskegee Airmen

pilots, and not members of the Army Air Forces when they earned their pilot wings,

although they were most definitely among black military pilots who served in the U.S.

military during World War II. However, compared to the total number of black pilots,

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they were very few. There were 992 black military pilots in the U.S. military during

World War II who were Tuskegee Airmen, because they graduated from advanced pilot

training at Tuskegee Army Air Field. Among them were fifty-one liaison pilots.115

26. THE MISCONCEPTION THAT DANIEL “CHAPPIE” JAMES, THE FIRST FOUR-STAR BLACK GENERAL IN THE U.S. MILITARY SERVICES, WAS AMONG THE LEADERS OF THE “FREEMAN FIELD MUTINY” IN APRIL 1945. James R. McGovern wrote a biography of General Daniel “Chappie” James, Jr.

called Black Eagle: General Daniel ‘Chappie’ James, Jr. (Tuscaloosa, AL: The

University of Alabama Press, 1985) in which he repeated a story that James was involved

in the Freeman Field Mutiny as one of its leaders, who refused to sign a document to

acknowledge segregated Officer’s Clubs at Freeman Field, and who was arrested for that

refusal. The book suggests that despite James’ earlier defiance of an order, he rose to the

highest rank in the U.S. Air Force: four-star general.116

Daniel “Chappie” James belonged to the 477th Bombardment Group at Freeman

Field at the time of the “mutiny” there, but he was not one of 61 black officers who were

arrested on April 5 and 6, 1945, for attempting to enter the Officer’s Club reserved for

whites. All but three of those officers were quickly released. James was also not one of

the 101 black officers who were arrested later for refusing to obey an order to sign a

paper acknowledging the two separate Officer’s Clubs at Freeman Field, when they were

given that chance during the period April 9-11, 1945. LeRoy F. Gillead, who was among

those arrested both times, listed all the officers who were arrested in both cases.

Historian Dr. Alan Gropman, who interviewed General James, and historian Guy

Franklin, who studied the issue and found orders listing the arrested officers, confirmed

that James was not one of the arrested officers. Major John D. Murphy, an Air Command

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and Staff College student at Air University, wrote a paper called “The Freeman Field

Mutiny: a Study in Leadership,” in 1997. In two appendixes, Major Murphy listed all the

black officers who were arrested in the Freeman Field Mutiny, and Daniel James was not

on either list. The second appendix, which includes the names of the 101 officers

arrested for refusing to sign a document recognizing the segregated officers clubs policy,

is Freeman Field Special Order 87 dated 12 April 1945. I must conclude that then Lt.

Daniel “Chappie” James either obeyed the order to sign the document acknowledging

segregated Officer’s Clubs at Freeman Field, or he was absent from the base at the time.

He was not one of the leaders of the Freeman Field Mutiny.117

27. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN’S 332ND FIGHTER GROUP FLEW MORE COMBAT MISSIONS THAN ANY OTHER UNIT IN EUROPE DURING WORLD WAR II In the book, American Patriots: The Story of Blacks in the Military from the

Revolution to Desert Storm (New York: Random House, 2001), page 277, Gail Buckley

repeated another misconception regarding the Tuskegee Airmen: “the 332nd flew more

missions than any other unit in Europe.” On page 294, she wrote that “the 332nd Fighter

Group had flown 1,578 combat missions, more than any other unit in Europe.”118 Gail

Buckley is the daughter of Lena Horne, the famous black singer and actress who knew

many of the Tuskegee Airmen.

The 332nd Fighter Group did not fly more combat missions than any other unit in

Europe. The 1,578 combat missions number includes 578 missions the 99th Fighter

Squadron before July 1944, when it moved to the 332nd Fighter Group base and began

flying missions as one of its assigned squadrons.119 Before that the 99th Fighter Squadron

had been attached to other groups. During World War II, the 332nd Fighter Group

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actually flew a total of 914 missions, 602 with the Twelfth Air Force and 312 with the

Fifteenth Air Force.120 The 31st Fighter Group, which also served in Italy during World

War II, flew 930 missions during the war.121 Why did the 31st Fighter Group fly more

missions than the 332nd Fighter Group? The answer is simple. The 31st Fighter Group

entered combat much earlier than the 332nd Fighter Group. The 31st Fighter Group had

more opportunity to accumulate a higher number of combat missions.122

Other fighter groups in Europe flew even more combat missions than the 31st

Fighter Group during the war. An example is the 57th Fighter Group, which flew more

than 1,600 combat missions.123 The 57th Fighter Group had an advantage over the 31st

Fighter Group and the 332nd Fighter Group, because it did not have to escort heavy

bombers. Fighter groups that escorted B-17s and B-24s flew only an average of one or

two missions per day, while fighter groups supporting ground forces could fly several

missions per day. The 332nd Fighter Group flew an average of many more missions per

day before it began escorting heavy bombers in June 1944.

Sometimes one also reads that the Tuskegee Airmen flew more than 15,000

combat missions during World War II, but that is even further from the truth. 124

Whoever claims that figure is looking at combat sorties, which were different from

combat missions. Together, the 99th Fighter Squadron, before it was assigned to the

332nd Fighter Group, and the 332nd Fighter Group, flew a total of more than 15,000

sorties. If 25 fighters of a unit took part in a combat mission, the unit flew 25 sorties on

that one combat mission. A unit flew as many sorties as it flew aircraft on a given

mission. Did the 332nd Fighter Group fly more combat sorties than any other unit in

Europe during World War II? No. Other fighter groups in Europe flew well over 15,000

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combat sorties. For example, the 57th Fighter Group flew more than 38,000 sorties.125

Why the 57th Fighter Group flew many more sorties than the 332nd Fighter Group is very

understandable. The 57th Fighter Group entered combat in October 1942, while the 332nd

Fighter Group entered combat in February 1944. The 57th Fighter Group had a head start

of fifteen months.126

28. THE MISCONCEPTION THAT COL. BENJAMIN O. DAVIS, JR., BY ORDERING HIS PILOTS TO “STICK WITH THE BOMBERS,” PUT HIS PILOTS IN GREATER DANGER THAN THE WHITE PILOTS, AND GAVE THEM LESS OPPORTUNITY TO BECOME ACES A Tuskegee Airman named Le Roy F. Gillead, one of the Tuskegee Airmen who

was arrested for attempting to desegregate a white Officers’ Club at Freeman Field, wrote

a book about the Tuskegee Airmen called The Tuskegee Aviation Experiment and

Tuskegee Airmen 1939-1949: America’s Black Air Force for World War II, published by

the author in 1994. In his book, Gillead criticized Col. Benjamin O. Davis Jr. as if he

had put the black pilots in the 332nd Fighter Group in greater danger and prevented them

from becoming aces by ordering them to “stick with the bombers” they were escorting.

Gillead called such missions “suicide,” and suggested that Davis conspired with white

officers to keep the black pilots “in their place” by ordering such missions.127

How could Gillead have come to those conclusions? Gillead believed Colonel

Davis was a “West Point martinet.”128 He must have imagined that when Colonel Davis

ordered his men to “stick with the bombers” and “not go chasing after enemy airplanes,”

he wanted his pilots to maneuver their aircraft between the escorted bombers and the

enemy aircraft so that the black-occupied fighters rather than the white occupied bombers

would be shot down. He must have thought that close bomber escort did not involve

shooting down enemy airplanes, but merely getting in their way. If that were the case,

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the black pilots would not have had the opportunity to shoot down any enemy airplanes

or become aces for having shot down at least five of them.

The author was not one of the fighter pilots who actually escorted bombers over

Europe during World War II. If he had been, he would have known that the purpose of

the fighter escorts flying with the bombers was not merely to get between the enemy

fighters and the escorted bombers, but to shoot down those enemy aircraft that came

close to the bombers. Yes, Davis did not want his fellow black combat pilots to abandon

the bombers by chasing enemy aircraft that were sent to lure them far away from the

bomber formations, but he certainly did want his pilots to shoot down enemy aircraft if

those aircraft were attacking the bombers they were assigned to escort. That is the only

way the bombers would really be protected. The bombers in fact attracted enemy

fighters, giving the escort fighters a chance to shoot them down. The 332nd Fighter

Group shot down many more aircraft after its assignment to the Fifteenth Air Force for

bomber escort than before. While Davis himself did not shoot down any enemy aircraft,

despite flying many missions with his group, his fellow black pilots shot down a host of

enemy airplanes on their bomber escort missions. The black aerial victories were not

achieved in spite of Davis’ orders, but because of them. The 332nd Fighter Group and its

squadrons shot down a total of 112 enemy airplanes, a great many of them during bomber

escort missions between early June 1944 and the end of April 1945. There were no black

aces, but the reason was less because of Colonel Davis’ bomber escort policy as the fact

that most of the 332nd Fighter Group missions, after July of 1944, encountered no enemy

aircraft.129

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Neither were the bomber escort missions suicidal. In fact, by not chasing enemy

aircraft that no longer threatened the escorted bombers, the pilots would have less chance

to be shot down by the enemy aircraft themselves. The close escort policy protected the

bombers but also the fighters that flew with them. Colonel Davis’ policy gave his black

fighter pilots the opportunity to shoot down enemy aircraft without increasing the danger

they would face. Instead of restricting the opportunity of the Tuskegee Airmen to survive

and gain fame, Davis enhanced it.

29. THE MISCONCEPTION THAT CHARLES ALFRED “CHIEF” ANDERSON TAUGHT HIMSELF HOW TO FLY. Charles Alfred “Chief” Anderson is unquestionably one of the most important

early black pilots. Often called the “father of black aviation,” Anderson was the first

black pilot to earn a commercial transport pilot’s license, in 1932, and one of the most

significant black pilot pioneers because of a 1933 transcontinental flight he made, with

Dr. Albert E. Forsythe, from Atlantic City, New Jersey, to Los Angeles and back. In

1934, he and Forsythe flew through the islands of the Caribbean, and in 1939, he became

a civilian pilot instructor at Howard University. In 1940, he became the chief civilian

pilot instructor at Tuskegee Institute, and eventually became the most important black

flight instructor in the primary phase of flight training for the Tuskegee Airmen cadets at

Moton Field. Anderson had bought his first airplane in 1929 (a Velie Monocoupe), and

with it began to learn how to fly. One of the popular stories about Chief Anderson is that

he was forced to teach himself how to fly, because no white pilot would teach him.130

Chief Anderson did not completely teach himself how to fly. Two white pilots

contributed to his flight training. One of them was Russell Thaw, an experienced pilot to

whom Anderson lent his airplane for trips between Pennsylvania and Atlantic City, New

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Jersey, where Thaw’s mother lived. Anderson accompanied Thaw on many of those

flights, carefully observing him to learn how to fly the aircraft.131 Anderson also received

flight training from Ernst Buehl, a German immigrant who maintained a flight school in

the Philadelphia area, and who had been a transcontinental airmail pilot. Buehl was

instrumental in persuading authorities to allow Anderson to take the test for the

commercial transport pilot’s license because he himself had helped train Anderson how

to fly. To say that Chief Anderson taught himself how to fly discounts the contributions

of Russell Thaw and Ernst Buehl.132

Whether “Chief” Charles Alfred Anderson was the most important flight

instructor of the Tuskegee Airmen is debatable. He served in the primary phase of

Tuskegee Airmen flight training, at Moton Field. However, there were two additional

phases, each as long as the first phase: the basic flying training phase, and the advanced

flying training phase. These two subsequent flying training phases were taught at

Tuskegee Army Air Field, several miles to the northwest of Moton Field, where Chief

Anderson remained. I have found no evidence that Chief Anderson ever moved from

Moton Field to Tuskegee Army Air Field. It is possible that some of the Tuskegee

Airmen might have felt that the most important of their flight instructors was not at

Moton Field, but at Tuskegee Army Air Field, where the second and third phases of their

flying training took place in more advanced aircraft.133

30. THE MISCONCEPTION THAT CONGRESS PASSED A LAW TO CREATE THE FIRST BLACK FLYING UNIT. I attended six consecutive national conventions of the Tuskegee Airmen

Incorporated, and at some of those meetings I heard persons claim that Congress by law

created the first black flying unit. One published source phrased the claim this way:

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“Against the wishes of the War Department, the U.S. Congress, bowing to pressure from

Negro leaders and media, activated the first all-black Fighter Squadron at Tuskegee

Institute, Alabama.”134

I did not find any Congressional Act that created the first all-black flying unit. On

April 3, 1939, Congress passed Public Law 76-18, which some interpreted as requiring

the training of black pilots for the Army. The legislation was not specific, however, and

did not require the War Department or the Air Corps to accept black pilots as members.

The law only required that the Civil Aeronautics Authority designate a school for the

training of black pilots, presumably for future military service.135

On September 16, 1940, Congress passed the Burke-Wadsworth Act, which

forbid racial restrictions on voluntary enlistments in the branches of the Armed Forces,

including, presumably, the Air Corps. However, it did not mandate a black flying unit or

black pilots.136 It only required that blacks be allowed in the Air Corps. In fact, the Air

Corps began planning to add aviation units that would not fly aircraft, but construct

airfields instead.137

More than a month later, on October 24, the War Department asked the Air Corps

to submit a plan for the establishment and training of a black pursuit squadron. In early

December, the Air Corps submitted such a plan, which called for a black flying unit to be

formed, with support personnel to be trained at Chanute Field, Illinois, and with pilots

eventually to be trained at Tuskegee. On January 16, 1941, the War Department

announced that a black flying unit would be formed within the Air Corps. In a letter, the

War Department constituted the first black flying squadron, the 99th Pursuit Squadron, on

March 19, 1941, at Chanute Field, and activated it the same month. Thus it was the War

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Department, and not Congress, that constituted and activated the first black flying unit.138

Of course, without the pressure of the President and Congress and black political

organizations and the black press, the War Department might have never have constituted

and activated the first black flying unit.

A threatened lawsuit by Yancey Williams, a black man who sought to be an Army

pilot, also contributed to the War Department’s reluctant decision to allow black pilots in

the Air Corps, if only in a segregated unit. The National Association for the

Advancement of Colored People (NAACP) maintained a National Legal Committee, led

by Thurgood Marshall, who accepted the case. Around the same time that the Yancey

Williams case was filed, the War Department announced that there would be a black

flying unit in the Air Corps, and therefore a place for black pilots in the U.S. military.139

31. THE MISCONCEPTION THAT BLACK ORGANIZATIONS AND BLACK NEWSPAPERS ALL SUPPORTED THE TRAINING OF BLACK PILOTS AT TUSKEGEE. Very general descriptions of the Tuskegee Airmen in history sometimes focus on

the idea that pressure from black political organizations and black newspapers forced the

War Department to begin training black pilots at Tuskegee, and to create all-black flying

units. One source noted that “Black pressure, supported by a lawsuit by Howard

University student Yancey Williams with the help of the NAACP, finally forced the War

Department on January 9, 1941, to authorize the training of black pilots and form the

Ninety-ninth Pursuit Squadron.”140

Many black leaders, in the National Association for the Advancement of Colored

People (NAACP) and in editorial staffs of the leading black newspapers, opposed the

segregated training of black pilots at Tuskegee and the creation of all-black flying units

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because they wanted black pilots trained at the same bases as white pilots, and they

wanted black and white pilots serving together in racially integrated units. Some of them

even called the 99th Fighter Squadron, the first black flying unit, a “Jim Crow air

squadron.” Judge William Hastie, a black leader who served as a special advisor to the

War Department, noted “I can see no reason whatever for setting up a separate program

for Negroes in the Air Corps.” Black leaders eventually reluctantly supported the

Tuskegee Airmen, because having black pilots trained at segregated bases and serving in

segregated units was at least better than having no black pilots at all in the Army Air

Forces.141

32. THE MISCONCEPTION THAT MOST OF THE FLYING INSTRUCTORS OF THE TUSKEGEE AIRMEN WERE BLACK. “Chief” Charles Alfred Anderson is the most famous of the black flying

instructors of the Tuskegee Airmen, and his story sometimes leads persons not familiar

with the whole story to conclude that Anderson and his fellow black flight instructors at

Tuskegee were the majority of the flight instructors who trained the Tuskegee Airmen. A

Wikipedia encyclopedia article noted as late as March 18, 2014 that Chief Anderson “was

selected by the Army as Tuskegee’s Ground Commander and Chief Instructor for

aviation cadets of the 99th Pursuit Squadron.”142

Most of the flying instructors of the Tuskegee Airmen cadets at Moton Field,

where the primary phase of flight training took place, were black, but the primary phase

was only the first of three flying training phases, each of equal length. The second and

third phases, basic and advanced flying training, took place at Tuskegee Army Air Field,

several miles to the northwest of Moton Field. During most of World War II, all of the

flight instructors at Tuskegee Army Air Field, for the basic and advanced flying training

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phases, were white. The first black flight training instructors at Tuskegee Army Air Field

did not arrive until the second half of 1944, and most of the flight instructors there

continued to be white well into 1945. There were many more white flying instructors at

Tuskegee Army Air Field, during most of World War II, than there were black flying

training instructors at Moton Field, because each of the basic and advanced flying

training phases had its own set of instructors. For example, by the end of 1944, Tuskegee

Army Air Field had 49 flying instructors in the various flying schools (basic, advanced

single-engine, advanced twin-engine, fighter transition), but only 7 of them were black.

Later in the war, increasing numbers of black pilots who had combat experience overseas

returned to become flight instructors at Tuskegee Army Air Field, but most of the

Tuskegee Airmen who deployed overseas during World War II were trained early in the

war, and their flight instructors in the basic and advanced flying training phases at

Tuskegee Army Air Field were white. As late as the spring of 1945, 20 of the 34 basic

flying training instructors at Tuskegee Army Air Field were white. In reality, most of the

flight instructors at Tuskegee during World War II were white, even though the number

of black flying instructors at Tuskegee Army Air Field was growing during the last year

of the war.143

33. THE MISCONCEPTION THAT MOTON FIELD, LOCATION OF THE TUSKEGEE AIRMEN NATIONAL HISTORIC SITE, WAS TUSKEGEE ARMY AIR FIELD, WHERE MOST BLACK FLYING TRAINING TOOK PLACE DURING WORLD WAR II. In a book called America’s Beautiful National Parks, published in Atlanta,

Georgia, by Whitman in 2014, author Aaron J. McKean repeated a common

misconception that Moton Field, where the Tuskegee Airmen National Historic Site is

today, was the location of Tuskegee Army Air Field.144 Many visitors who come to the

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site, like McKean, think that it was where the bulk of the black flying training occurred

during World War II.

Moton Field was actually the place where only the primary flight training took

place, using biplanes on grass. The two subsequent flight training phases, basic and

advanced, took place at a much larger airfield several miles to the northwest of Moton

Field, with more advanced aircraft types. That was the location of Tuskegee Army Air

Field, with extensive paved runways and a great many more facilities. By the middle of

the war, each of the three flying training phases took approximately nine weeks. Two

thirds of the flying training took place at Tuskegee Army Air Field, not Moton Field.145

The “Black Wings” exhibit in the National Air and Space Museum made a similar

mistake. It displayed a photograph of Eleanor Roosevelt, wife of President Franklin D.

Roosevelt, in an airplane with Charles Alfred “Chief” Anderson, a black flying instructor,

and identified the place as Tuskegee Army Air Field. When the photograph was taken, at

the end of March 1941, Tuskegee Army Air Field had not yet been constructed. The

photograph was actually taken at Kennedy Field, miles away from both Moton Field and

Tuskegee Army Air Field, which were yet to be constructed.146 Kennedy Field was the

place where Tuskegee Institute offered civilian pilot training before military flight

training for blacks began.

34. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN WON THE 1949 USAF GUNNERY MEET IN LAS VEGAS, DEFEATING ALL OTHER FIGHTER GROUPS IN THE AIR FORCE. The fighter groups that took part in the USAF gunnery meet in Las Vegas

competed in two separate categories. In the jet aircraft category, there was a total of

1,000 possible points, 400 for aerial gunnery, and 200 each for ground gunnery, dive

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bombing, and skip bombing. In the reciprocating (propeller) aircraft category, there was

a total of 1,200 possible points, 400 for aerial gunnery, and 200 each for panel gunnery,

dive bombing, skip bombing, and rockets. The 4th Fighter Group won the jet aircraft

category, with 490.180 points out of a possible 1,000 points, for 49 percent of the

possible points. The 332nd Fighter Group won the reciprocating aircraft category, with

536.588 points out of a possible 1,200 points, for 45 percent of the possible points. It

would not be fair to compare the fighter groups on the basis of total points, since the

groups flying in the reciprocal class could earn a possible 200 more points than the

groups flying in the jet class. While the 332nd Fighter Group scored more points total

than any other group, it was competing in a category that allowed 200 extra points

beyond that allowed for the groups in the jet class. If one compares the fighter groups

according to the percentage of points they scored of the possible total, the 4th Fighter

Group actually scored better. To compare the groups of the two different classes,

however, would not be fair, since the categories were different, and the total number of

points allowed was also different. In any case, it would be false to say that the 332nd

Fighter Group won the 1949 USAF gunnery meet, and defeated all the other groups that

competed.147

35. THE MISCONCEPTION THAT TUSKEGEE AIRMAN DANIEL “CHAPPIE” JAMES WAS AN ACE. Sometimes people ask if General Daniel “Chappie” James, the first black four-star

general in the Air Force or in any of the American services, and a Tuskegee Airman who

served during three different wars, World War II, Korea, and Vietnam, was an ace. The

short answer is no. An ace is one who received credit for having shot down five enemy

aircraft, and James has no aerial victory credits. While he served during World War II,

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he did not take part in combat during that war. While he served as a fighter pilot in both

the Korean and Vietnam wars, he did not shoot down any enemy aircraft in either of

those conflicts.148

LaVone Kay of the Red Tail Squadron of the Commemorative Air Force, in an e-

mail she sent me on December 18, 2014, mentioned that someone at an airshow

conference that same month had raised the question of whether or not Daniel “Chappie”

James was “the first Tuskegee Airman Ace in Vietnam.” I informed her that there were

no Tuskegee Airmen aces, that General James did not earn any aerial victory credits, and

one would need five in order to be an ace. How did the rumor begin that General James

had been an ace, in Vietnam or anywhere else?

A clue is in the book Scrappy: Memoir of a U.S. Fighter Pilot in Korea and

Vietnam, published by Ian O. C. McFarland in 2007. In that book, the author, Howard C.

“Scrappy” Johnson, mentions on page 119 that “Chappie” James, with whom he had

flown in Korea, told him one day that he was going to be interviewed for a radio show.

Johnson listened to the program because he wanted to hear his friend. He was surprised

that the radio announcer introduced “Chappie” James as a jet ace from the Korean War.

He was disappointed that James did not correct the radio announcer, and let the listeners

believe that he was a jet ace, because Johnson knew that James had no aerial victory

credits in Korea, and normally did not even fly jets there.149 There might have been

other incidents in which James was introduced as an ace, and he did not correct them.

36. THE MISCONCEPTION THAT TUSKEGEE AIRMAN BENJAMIN O. DAVIS, JR. GRADUATED TOP IN HIS CLASS AT THE UNITED STATES MILITARY ACADEMY AT WEST POINT.

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The Red Tail Squadron of the Commemorative Air Force produced a film about

its restoration of a P-51 painted to look like an aircraft flown by the Tuskegee Airmen

when they achieved fame as bomber escort pilots. The Red Tail Squadron has flown the

airplane to remind people about the Tuskegee Airmen of World War II, a commendable

endeavor. However the film version shown in February 2015 contained two myths. It

repeated the “never lost a bomber” claim already refuted in a previous section of this

paper. It also mentioned another myth I had never heard before: that Benjamin O. Davis

Jr., the most famous Tuskegee Airman of all, had graduated top in his class at the United

States Military Academy at West Point. I am not certain where that claim originated.

Davis actually graduated 35th in his class of 276 at West Point, as he noted in his

autobiography.150 In other words, he graduated in the top 13 percent of his class. That is

an outstanding record of achievement, given the discrimination of the times. During his

time at the academy, other cadets shunned and ostracized him, but he persevered to

become the first African American to graduate from West Point in the twentieth century,

and only the fourth to graduate from there in American history.151 Still, since he did not

graduate in the top ten percent of his class, it would be a misleading stretch to say that he

graduated at the “top of his class,” which many would interpret as first in his class.

37. THE MISCONCEPTION THAT THERE WERE “SECOND-GENERATION TUSKEGEE AIRMEN.” Sometimes African American pilots who were not Tuskegee Airmen, but who

were portrayed as following in the footsteps of the Tuskegee Airmen, were erroneously

called “second-generation Tuskegee Airmen.” An example is Colonel Roosevelt Lewis

of Tuskegee, who trained to fly with Charles Alfred “Chief’ Anderson at Tuskegee, who

had also provided civilian and primary military flight training to many if not most of the

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Tuskegee Airmen. Colonel Lewis and Chief Anderson became close personal friends.152

Another was the son of famous Tuskegee Airman Daniel “Chappie” James, who had

become the first black four-star general in the Air Force or in any of the services.

Because he was the son of a Tuskegee Airman, and served like his father as a pilot in the

Air Force, he too was sometimes referred to as a “second-generation Tuskegee Airman.”

The truth is that there were no second-generation Tuskegee Airmen. The

Tuskegee Airmen served in the years from 1941, when the first black flying unit came

into existence, to 1949, when the last all-black flying unit was inactivated, and the

segregated Air Force ended. During those eight years, there were no Tuskegee Airmen

whose sons also became Tuskegee Airmen.

To be sure, there have been a great many black pilots in the Air Force who earned

their wings after 1949 who were inspired by the Tuskegee Airmen, and who perceived

themselves justifiably as following in their footsteps, but because they were not Tuskegee

Airmen themselves and at the same time sons of Tuskegee Airmen, they were not

second-generation Tuskegee Airmen.

38. THE MISCONCEPTION THAT EACH OF THE TUSKEGEE AIRMEN WAS AWARDED A CONGRESSIONAL GOLD MEDAL, OR THAT THEY WERE EACH AWARDED THE MEDAL OF HONOR. The highest individual honor for a military member is the Medal of Honor, which

is awarded in the name of Congress. For that reason, it is sometimes called the

Congressional Medal of Honor, when in fact it is the Medal of Honor. Sometimes that

award is confused with the Congressional Gold Medal, which Congress sometimes orders

to be created to honor an individual or a group, sometimes military and sometimes not.

Congress awarded the Tuskegee Airmen the Congressional Gold Medal, not each

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Tuskegee Airman a Congressional Gold Medal, or a Medal of Honor, with which it is

sometimes confused.

On April 11, 2006, Congress passed Public Law 109-213, which, according to

section 2, called for “a single gold medal on appropriate design in honor of the Tuskegee

Airmen, collectively, in recognition of their unique military record, which inspired

revolutionary reform in the Armed Forces.” The law also specifies that “the gold medal

shall be given to the Smithsonian Institution, where it will be displayed as appropriate

and made available for research.”153

In March 2007, President George W. Bush presided at an impressive ceremony at

which the Tuskegee Airmen were honored with the completed medal. At that ceremony,

a great many of the Tuskegee Airmen attended. They were given bronze replicas of the

gold medal, but the original gold medal remained in Washington, where it was placed on

display at the Smithsonian Institution’s National Air and Space Museum.154

In the years since 2007, persons have sometimes been under the illusion that

Congress had awarded a Congressional Gold Medal, or even the Medal of Honor, to each

of the Tuskegee Airmen, and that if one of them was not at the ceremony at the Capitol to

receive it, he or she deserved to get one, too, possibly in another ceremony.155 For

example, in April 2015, Sgt. Amelia Jones was honored in a ceremony for her service

with the Tuskegee Airmen during World War II. A newspaper article about the event

announced in its headline: “95-year-old Tuskegee Air(wo)man receives Congressional

Gold Medal,” as if Congress in 2015 awarded a Gold Medal to her as an individual.

What she actually received was a bronze replica of the Congressional Gold Medal that

had been awarded collectively to all the Tuskegee Airmen in 2007.156 Another article,

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also published in April 2015, claimed that Tuskegee Airman Lt. Col. Leo Gray earned

“the Congressional Medal of Honor from President George W. Bush in 2006.”157 The

reporter no doubt confused the Congressional Gold Medal which was awarded to the

Tuskegee Airmen collectively in 2007 with the Medal of Honor. In reality, only one

Congressional Gold Medal was produced to honor all the Tuskegee Airmen collectively,

and it was not an individual award such as the Medal of Honor.

There were well over 14,000 Tuskegee Airmen, if one counts not only the pilots

but also the navigators, bombardiers, radio operators, and gunners who trained in the

bombardment squadrons, and all the ground personnel, including administrative,

maintenance, support, training, medical, intelligence, and other personnel in their various

military organizations. Congress did not award a Gold Medal to each of them. Other

military units have also been honored with a Congressional Gold Medal, but individual

members of those units were not each awarded one. Can you imagine the cost of so

much gold?

Bronze replicas of the original Congressional Gold Medal authorized by Congress

to honor the Tuskegee Airmen were also offered in 2007 by the U.S. Mint for purchase

for anyone who wanted one, and not just to Tuskegee Airmen. Many of the replicas have

been purchased and given to individual Tuskegee Airmen who were not able to attend the

2007 ceremony in Washington. Even persons who were not Tuskegee Airmen could

order replicas of the medal, as I did. I gave my bronze Tuskegee Airmen Gold Medal

replica to the National World War II Museum for display at a new exhibit about the

African American Experience in World War II. The Smithsonian Institution, which

currently houses the only original Tuskegee Airmen Congressional Gold Medal at its

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National Air and Space Museum, is planning to move it to the National Museum of

African American History and Culture when that museum, currently under construction

in Washington, D.C., is complete in 2016.158

In 1997, President William “Bill” Clinton awarded the Medal of Honor to seven

African American World War II veterans, six of them posthumously. They were the only

black Medal of Honor winners from World War II. None of those recipients was a

Tuskegee Airman. They were 1st Lt. Vernon Baker, SSgt. Edward A. Carter, Jr., 1st Lt.

John R. Fox, PFC Willy F. James, Jr., SSgt. Ruben Rivers, 1st Lt. Charles L. Thomas, and

Private George Watson. There might have been Tuskegee Airmen who had the same

names (there was a Tuskegee Airman also named George Watson), but the black Medal

of Honor winners from World War II did not belong to the Army Air Forces.159

39. THE MISCONCEPTION THAT WHEN THE TUSKEGEE AIRMEN RETURNED TO THE UNITED STATES AFTER COMBAT OVERSEAS, NO ONE WELCOMED THEM. A common misconception about the Tuskegee Airmen is that when they returned

to the United States after having taken part in combat overseas, no one welcomed them,

or expressed appreciation for the combat service they had just performed for their

country. Such a misconception is connected to a common account is that as soon as the

Tuskegee Airmen arrived back in the United States, they were separated from the white

personnel, reminding them that they were returning to a segregated environment and

racial discrimination, despite their heroic service for their country.

Not all of the Tuskegee Airmen who returned from combat overseas were on the

same ship, and not all of them came back at the same time. Some of them returned

during the war, after having completed the requisite number of combat missions. An

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example is Charles Dryden, a 99th Fighter Squadron pilot who returned even before the

332nd Fighter Group deployed. Many others returned during the summer of 1945, after

the war in Europe ended. They were on various ships, along with other returning

servicemen. Not all of them had the same experience when they got back to the United

States.

Lt. Col. Leo Gray, pilot of a red-tailed P-51 who belonged to the 100th Fighter

Squadron of the 332nd Fighter Group, remembered that when his Liberty ship, the Levi

Woodbury, arrived in New York on October 17, 1945, after having crossed the Atlantic

Ocean, to unload combat veterans from World War II such as him, there was a big

welcome. Entertainment had been arranged, and there was a large crowd of well-wishers.

The idea that none of the Tuskegee Airmen was ever welcomed upon returning home,

and shown appreciation for their military service overseas, is false.160

40. THE MISCONCEPTION THAT THE TUSKEGEE AIRMEN WERE INSTRUMENTAL IN THE DEFEAT OF GERMAN FORCES IN NORTH AFRICA. On 8 January 2015 Dr. Russell Minton recorded a half-hour YouTube video in

which he claimed to be telling “the real history of the Tuskegee Airmen.” In the

recording, Dr. Minton claimed that the Tuskegee Airmen, more than anyone else,

defeated German Field Marshal Erwin Rommel in North Africa by destroying hundreds

of his tanks with P-39 airplanes. He claimed that they were more instrumental in the

Allied victory in North Africa than Field Marshal Bernard Montgomery, the Allied

commander. Dr. Minton repeated the same claims in the spring of 2015 at Osceola High

School at Kissimmee, Florida.161 Dr. Minton was not speaking from his personal

experience, because he never deployed overseas or took part with the Tuskegee Airmen

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in combat. I do not believe he made up the claims he repeated, but was passing on

Tuskegee Airmen stories he had heard from others, without checking the unit histories

the Tuskegee Airmen wrote themselves during World War II to see if the stories were

accurate.

The Tuskegee Airmen never fought Rommel or destroyed German tanks in North

Africa. Field Marshal Erwin Rommel fought his last battle in North Africa on 6 March

1943. General Jurgen von Arnim succeeded Rommel in charge of German and Italian

forces in Tunisia, North Africa, on 9 March 1943. General Armin surrendered all his

forces in North Africa to General Montgomery on 12 May 1943. Although the 99th

Fighter Squadron, the only Tuskegee Airmen organization to deploy to North Africa,

arrived in North Africa on 24 April 1943, in Morocco, it did not fly its first combat

mission until 2 June 1943, approximately three weeks after all enemy forces surrendered

in North Africa. Moreover, when the 99th Fighter Squadron began flying combat

missions over North Africa, from liberated Tunisia, it was flying P-40s, not P-39s, and

the missions were to patrol Allied shipping in the Mediterranean, and to ward off enemy

air attacks, not to destroy enemy tanks in North Africa.162

41. THE MISCONCEPTION THAT ALL BLACK PERSONNEL IN THE ARMY AIR FORCES DURING WORLD WAR II WERE TUSKEGEE AIRMEN. Most of the black personnel in the Army Air Forces during World War II were

probably not Tuskegee Airmen. The Tuskegee Airmen included not only the pilots who

trained at Tuskegee, but also all others who served with them, both at training bases and

at other bases in the Mediterranean Theater of Operations overseas, and there were many

more ground personnel who were not pilots than who were. The Tuskegee Airmen did

not include, however, many other black personnel who did not serve at the bases where

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the pilots served. Among the black personnel who belonged to the Army Air Forces, but

who were not Tuskegee Airmen were the members of black aviation squadrons. There

were more than 250 of such squadrons in 1944. The black aviation squadrons were not

flying units, but were labor organizations that served at bases all over the United States.

Blacks also served in other Army Air Forces units, including truck companies, medical

and quartermaster units, and engineer aviation battalions, many of which served overseas

in combat theaters around the world. The personnel of those organizations, although they

were black and belonged to the Army Air Forces, were not Tuskegee Airmen unless they

were also stationed at one of the bases at which the black flying units served.163

42. THE MISCONCEPTION THAT TUSKEGEE AIRMAN LEO GRAY FLEW THE LAST MISSION IN EUROPE DURING WORLD WAR II. In an article by Jeff Jardine published on August 26, 2015, Tuskegee Airman Leo

Gray is quoted as having claimed that he flew the last mission of the war in Europe on

May 7, 1945.164 That was the day the German high command surrendered

unconditionally.165

The claim is questionable for a number of reasons. Leo Gray was flying with the

332nd Fighter Group, which was assigned at the time to the 306th Fighter Wing. All of the

composite mission reports of the 306th Fighter Wing for May 1945, including the one for

May 7, note under the 332nd Fighter Group the words “stand down.” In other words,

according to the documentation, the 332nd Fighter Group flew no missions on that day, or

any other day in May 1945. The 332nd Fighter Group histories and collected mission

reports also do not show any mission flown on May 7, 1945.166

The same May 7, 1945 mission report of the 306th Fighter Wing shows that the

31st Fighter Group, the 52nd Fighter Group, and the 325th Fighter Group, which also flew

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P-51 fighters in the wing, did fly missions that day. According to that report, the last

missions of the wing were flown not by the 332nd Fighter Group, but by one of the other

P-51 fighter groups of the 306th Fighter Wing.167

One may well ask why the three other P-51 groups in the 306th Fighter Wing of

the Fifteenth Air Force have mission sorties listed in early May 1945, but the 332nd

Fighter Group does not. The 332nd Fighter Group history for May 1945 suggests reasons.

One reason could be that during the first week in that month, the 332nd Fighter Group was

moving from Ramitelli Airfield to Cattolica Airdrome, Italy, a fact confirmed in the

group’s lineage and honors history. The headquarters of the group completed its move

to Cattolica around May 4, 1945. The three squadrons assigned to the group at the time,

the 99th, 100th, and 301st, moved on circa May 5, circa May 4, and circa May 4,

respectively (the 302nd Fighter Squadron had been inactivated on March 6). During the

time the group was moving from one base to another, in early May, it would have had

less chance to fly combat missions. It would have had to “stand down.”168

If the group completed its move by May 4 or 5, could not missions have been

flown by squadrons of the group on or after that day? It is a reasonable question. There

is an answer in the group history for May 1945: “an armada of ‘Red Tails’ participated in

the Fifteenth Air Force Review which took place over Caserta and Bari on 6 May

1945.”169 It is possible that Leo Gray flew in the aerial review on May 6 instead of on the

last mission in Europe in World War II on May 7.

According to Kit C. Carter and Robert Mueller, who edited the book The Army

Air Forces in World War II Combat Chronology, 1941-1945 (Albert F. Simpson

Historical Research Center and Office of Air Force History, 1973), the Ninth Air Force

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and the Twelfth Air Force flew missions in Europe on May 8, 1945, the day after the last

missions flown by the 306th Fighter Wing of the Fifteenth Air Force. This source

suggests that not only did Leo Gray of the 332nd Fighter Group not fly the last mission in

Europe during World War II, but neither did any of the other groups of the 306th Fighter

Wing or of the Fifteenth Air Force.170

Leo Gray claimed that the last mission he flew in Europe, on May 7, was over the

Brenner Pass between Italy and Austria, to test whether the Germans had ceased firing

their antiaircraft weapons in the area. I have found no evidence of such a mission on that

day, but I did find, interestingly enough, a report on an 82nd Fighter Group mission over

the Brenner Pass on May 12 or 13, 1945, after V-E Day. In that report is a note that with

the 82nd Fighter Group P-38s was a single P-51, an aircraft type not normally flown by

the 82nd Fighter Group. Is it possible that Gray flew in that P-51 over the Brenner Pass

on May 12 or 13, but reported the wrong date, possibly because by May 12 or 13, the war

was already over? The Fifteenth Air Force mission reports for May 1945 show several

missions flown after V-E Day, which was May 8. Many of those other missions were of

bombers dropping supplies over formerly occupied territory.171

This documentation does not support the claim that Tuskegee Airman Leo Gray

flew the last mission in Europe during World War II.

43. THE MISCONCEPTION THAT ALL BLACK OFFICERS AT FREEMAN FIELD, INDIANA, IN APRIL 1945, REFUSED TO SIGN A NEW BASE REGULATION REQUIRING SEGREGATED OFFICERS CLUBS, AND WERE ARRESTED AS A RESULT. Sometimes one reads or hears the story of the “Freeman Field Mutiny” told as if

all black officers stationed at Freeman Field refused to sign a new base regulation

requiring segregated officers’ clubs, and were arrested as a result.172 The fact is that the

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great majority of black officers at Freeman Field at the time, April 1945, were not

arrested, presumably because they did not refuse to obey an order to sign the new base

regulation.

In April 1945, there were 422 black officers at Freeman Field. Colonel Robert

Selway, commander of the field and of the 477th Bombardment Group stationed there

required all of the officers to sign a new base regulation requiring two segregated officers

clubs, one for trainers and one for trainees. The real purpose was to create separate

officers clubs, one for whites and one for blacks. The number of black officers who

refused to sign the new regulation, and were arrested for disobeying an order to sign it,

was 101. Sixty-one black officers had been arrested earlier for trying to enter the white

officers club at Freeman Field, but 58 of them had been released. Many of those 58 were

among the 101 arrested for refusing to sign the new regulation. In other words, some of

the black officers were arrested twice. The total number of black officers arrested at

Freeman Field in April 1945 because of the segregated officers clubs policy was 120.

That was less than thirty percent of the 422 black officers stationed at the base at the

time. Assuming that all those who disobeyed the order to sign the new base regulation

were arrested, more than seventy percent of the black officers at Freeman Field signed

the new base regulation, although many of them signed with objections.173 The great

majority of black officers at Freeman Field did not take part in the “mutiny.”

CONCLUSION. Whoever dispenses with the misconceptions that have come to

circulate around the Tuskegee Airmen in the many decades since World War II emerges

with a greater appreciation for what they actually accomplished. If they did not

demonstrate that they were far superior to the members of the six non-black fighter escort

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groups of the Fifteenth Air Force with which they served, they certainly demonstrated

that they were not inferior to them, either. Moreover, they began at a line farther back,

overcoming many more obstacles on the way to combat. The Tuskegee Airmen proved

that they were equal to the other fighter pilots with whom they served heroically during

World War II. Their exemplary performance contributed to the fact that of all the

military services, the Air Force was the first to integrate, in 1949.

Daniel L. Haulman, PhD Chief, Organizational Histories Branch Air Force Historical Research Agency

NOTES

1 Noel F. Parrish, “The Segregation of Negroes in the Army Air Forces,” Air Command and Staff College thesis, Air University, Maxwell Air Force Base, May 1947, Air Force Historical Research Agency call number 239.04347, May 1947, Parrish, p. 41. 2 Noel F. Parrish, “The Segregation of Negroes in the Army Air Forces,” Air Command and Staff College thesis, Air University, Maxwell Air Force Base, May 1947, Air Force Historical Research Agency call number 239.04347, May 1947, Parrish, p. 39. 3 Alan L. Gropman, The Air Force Integrates, 1945-1964 (Washington, DC: Office of Air Force History, 1985), p. 2-3. 4 Alan L. Gropman, The Air Force Integrates, 1945-1964 (Washington, DC: Office of Air Force History, 1985), p. 12; Ulysses Lee, The Employment of Negro Troops (Washington, DC: Office of the Chief of Military History, United States Army, 1966), 157. 5 Air Force Historical Research Agency call number 134.65-496. 6 USAF Historical Study No. 85, “USAF Credits for the Destruction of Enemy Aircraft, World War II” (Washington, DC: Office of Air Force History, 1978); Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983). 7 Army Air Forces Statistical Digest for World War II, 1946 (Washington, DC: Statistical Control Division, Office of Air Comptroller, June 1947) p. 256 (Table 160) 8 Daniel L. Haulman, “Tuskegee Airmen-Escorted Bombers Lost to Enemy Aircraft,” paper prepared at the Air Force Historical Research Agency. This paper is based on histories of the 332d Fighter Group, daily mission reports of the Fifteenth Air Force, and Missing Air Crew Reports that show the times, locations, and causes of aircraft losses. 9 Interview of General Benjamin O. Davis, Jr., by Alan Gropman, AFHRA call number K239.0512-122. 10 Fifteenth Air Force General Order 2972 issued on 31 Aug 1944. 11 332d Fighter Group histories, under call number GP-332-HI at the Air Force Historical Research Agency; Fifteenth Air Force daily mission folders, under call number 670.332 at the Air Force Historical Research Agency; Missing Air Crew Reports, indexed and filed on microfiche in the Archives Branch of the Air Force Historical Research Agency. 12 Oliver North, War Stories III (Washington, DC: Regnery Publishing, Inc., 2005), p. 152. 13 Interview of Lee Archer by Dr. Lisa Bratton, conducted on 13 Mar 2001 in New York, NY, on file at the Air Force Historical Research Agency under call number K239.0512-2580, pp. 23-24. 14 Monthly histories of the 332nd Fighter Group, June 1944-April 1945; Fifteenth Air Force General Order 2350, dated 6 Aug 1944; Fifteenth Air Force General Order 4287 dated 1 Nov 1944.

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15 332nd Fighter Group narrative mission report 37 dated 26 July 1944. 16 Fifteenth Air Force General Order 2350 dated 6 Aug 1944. 17 Charles E. Francis, The Tuskegee Airmen (Boston: Bruce Humpries, Inc., 1955), pp. 92 and 194; 332nd Fighter Group mission report number 30, for 20 July 1944. 18 Interview of Lee Archer, by Dr. Lisa Bratton, conducted on 13 Mar 2001 in New York, NY, on file at the Air Force Historical Research Agency under the call number K239.0512-2580, pp. 23-24; conversations of Daniel Haulman with Frank Olynyk during several fo the latter’s research visits to the Air Force Historical Research Agency. 19 YouTube video recorded by Dr. Russell Minton in January 2015, and posted on the internet; histories of the 99th, 100th, 301st, and 302nd Fighter Squadrons and the 332nd Fighter Group during World War II; Twelfth and Fifteenth Air Force general orders awarded aerial victory credits during World War II, as shown on the table. 20 John J. Kruzel, “President, Congress Honor Tuskegee Airmen,” American Forces Press Service, March 30, 2007. 21 Interview of Lee Archer by Dr. Lisa Bratton, conducted on 13 Mar 2001 in New York, NY, on file at the Air Force Historical Research Agency under call number K239.0512-2580, pp. 19-20. 22 Fifteenth Air Force General Order 2293 dated 12 Apr 1945. 23 USAAF (European Theater) Credits for the Destruction of Enemy Aircraft in Air-to-Air Combat, World War 2, Victory List No. 5, Frank J. Olynyk, May 1987; USAAF (Mediterranean Theater) Credits for the Destruction of Enemy Aircraft in Air-to-Air Combat, World War 2, Victory List No. 6, Frank J. Olynyk, June 1987; USAF Historical Study No. 85, USAF Credits for the Destruction of Enemy Aircraft, World War II, Albert F. Simpson Historical Research Center, 1978; Combat Squadrons of the Air Force, World War II, edited by Maurer Maurer, 1969. Air Force Combat Units of World War II, edited by Maurer Maurer, 1983. This information was compiled by Ms. Patsy Robertson, a historian at the Air Force Historical Research Agency. 24 John B. Holway, Red Tails, Black Wings (Las Cruces, NM: Yucca Tree Press, 1997), p. 262. 25 Fifteenth Air Force General Orders 2525, dated 19 Apr 1945 and 2709 dated 24 Apr 1945. 26 332nd Fighter Group history for June 1944 and 332nd Fighter Group mission report for 25 June 1944. 27 332nd Fighter Group history for June 1944 and 332nd Fighter Group mission report for 25 June 1944; Interview of Lee Archer by Dr. Lisa Bratton, conducted on 13 Mar 2011, in New York, NY, on file at the Air Force Historical Research Agency under call number K239.0512-2580, p. 20. 28 332d Fighter Group history for June 1944; 332d Fighter Group mission report for 25 June 1944; David Brown, Warship Losses of World War II (Annapolis, MD: Naval Institute Press, 1990);; “Fighting Ships of the World,” website of Ivan Gogin (http://www.navypedia.org/ships/germany/ger_tb_ta22.htm); Aldo Fraccaroli, Italian Warships of World War II (London: Ian Allan, 1968). Jurgen Rohwer, Chronology of the War at Sea (London: Chatham Publishing, 2005), p. 338. 29 Charles Francis, The Tuskegee Airmen, edited by Adolph Caso (Boston: Branden Books, 2008), pp. 113-114; Fifteenth Air Force General Order 287 dated 19 Jan 1945; Fifteenth Air Force General Order 3950 dated 15 Oct 1944. 30 Myth contained in Wikipedia under Ariete Class Torpedo Boat; more correct information from H. P. Willmott’s The Last Century of Sea Power, volume 2, From Washington to Tokyo, 1922-1945 (Bloomington, Indiana: Indiana University Press, 2010), p. 207. 31 J. Todd Moye, Freedom Flyers: The Tuskegee Airmen of World War II (Oxford University Press, 2010), p. 121; John B. Holway, Red Tails, Black Wings (Las Cruces, NM: Yucca Tree Press, 1997), p. 260. 32 Lawrence P. Scott and William M. Womack, Sr., Double V: The Civil Rights Struggle of the Tuskegee Airmen (East Lansing, Michigan: Michigan State University Press, 1994), p. 225. The sources were interviews with Omar Blair, Woodrow Crockett, and George Watson. 33 55th Air Service Squadron histories for December 1944-March 1945, AFHRA call number SQ-SV-55-HI Jul 1942-May 1945. 34 E-mail from James Sheppard, an original Tuskegee Airmen, and a member of the Tuskegee Airmen Incororated, with whom the author has spoken and corresponded. 35 John Holway, Red Tails, Black Wings (Las Cruces, New Mexico: Yucca Tree Press, 1997 ), p. 260. 36 YouTube video of Dr. Russell Minton, recorded in January 2015, and posted on the internet (https://www.youtube.com/watch?v=16-4veOJFC4).

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37 Fifteenth Air Force daily mission reports, June and July 1944. AFHRA call number 670.332. 38 Narrative Mission Reports of the 31st, 52nd, 82nd, 325th, and 332nd Fighter Groups, contained in the Fifteenth Air Force mission folder for 24 March 1945, AFHRA call number 670.332, 24 March 1945. 39 55th Air Service Squadron history for March 1945. The AFHRA call number is SQ-SV-55-HI Jul 1942-May 1945. 40 Zellie Orr, Heroes in War- Heroes at Home (Marietta, GA: Communication Unlimited, 2008), pp. 2-3. 41 Organization record cards of the 96th, 523rd, and 524th Air Service Groups, and organization record card of the 366th Air Service Squadron, on file at the Air Force Historical Research Agency. 42 Intervier of Lee Archer by Dr. Lisa Bratton, in New York, NY, on 13 Mar 2001, on file at the Air Force Historical Research Agency under call number K239.0512-2580, p. 19. 43 Documentation supplied by Craig Huntly, including a 25 March 1945 letter of commendation from Colonel Benjamin O. Davis, Jr. to the commander of the 366th Air Service Squadron, noting Captain O. D. Blair, and a 6 June 1945 letter of commendation from Captain Omar Blair to Staff Sergeant George Watson for his role in obtaining the fuel tanks for the Berlin mission. 44 John Holway, Red Tails and Black Wings (Las Cruces, New Mexico: Yucca Tree Press, 1997), p. 249; Chris Bucholtz, 332nd Fighter Group – Tuskegee Airmen (Oxford, UK: Osprey Publishing, 2007), p. 116. 45 World War II statistical abstract; daily mission reports of the Fifteenth Air Force and the 332nd Fighter Group between June 1944 and the end of April 1945; missing air crew reports of bombers shot down in the Fifteenth Air Force organizations in the same time period. 46 Kai Wright, Soldiers of Freedom: An Illustrated History of African Americans in the Armed Forces (New York: Black Dog and Leventhal Publishers, 2002), p. 181. 47 James H. Doolittle and Carroll V. Glines, I Could Never Be So Lucky Again (Atglen, PA: Schiffer Military/Aviation History, 1991), p. 380. 48 History of the Fifteenth Air Force, November 1943-May 1945, vol. I (Air Force Historical Research Agency call number 670.01-1), pp. 277 and 286. 49 History of the 52nd Fighter Group, May 1944, AFHRA call number GP-52-HI, May 1944. 50 History of the Fifteenth Air Force, November 1943-May 1945, vol. I (Air Force Historical Research Agency call number 670.01-1), pp. 286-287. 51 Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983), under each group designation. 52 Fifteenth Air Force mission folder for 29 December 1944; 485th Bombardment Group history for January 1945. 53 Ryan Orr, “Veteran’s Life Saved by Tuskegee Airman,” Victorville Daily Press, November 10, 2008; 332d Fighter Group histories for May, June, and July 1944; 31st Fighter Group history for May 1944; Fifteenth Air Force Daily Mission Folder for May 5, 1955; E. A. Munday, Fifteenth Air Force Combat Markings, 1943-1945 (London, UK: Beaumont Publications), pp. 15-18. 54 Pete Mecca, “Tuskegee Airmen Assured Fellow Pilots a Happy New Year,” The Covington News, January 1, 2014. 55 USAF Historical Study 85, USAF Credits for the Destruction of Enemy Aircraft, World War II (Washington, DC: Office of Air Force History, 1978); Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983); e-mail message from Barrett Tillman regarding Fifteenth Air Force aces. 56 Narrative mission reports of the 332nd Fighter Group, filed with the monthly histories of the 332nd Fighter Group at the Air Force Historical Research Agency, for the period June 1944-April 1945. There are 311 such narrative mission reports filed, but only 179 of these were bomber escort missions. 57 Lineage and honors histories of the 99th Fighter Squadron, the 332rd Fighter Group, and the 477th Bombardment Group, and their monthly histories from World War II, stored at the Air Force Historical Research Agency. 58 History of Tuskegee Army Flying School and AAF 66th FTD, book published by Wings of America and filed at the Air Force Historical Research Agency under call number 289.28-100. 59 Conversations of the author with various original Tuskegee Airmen that took place during his attendance at five successive Tuskegee Airmen Incorporated national conventions, in 2007, 2008, 2009, 2010, and 2011. 60 Alan L. Gropman, The Air Force Integrates (Washington, DC: Office of Air Force History 1985), pp. 12-14 and 17-18.

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61 History of Tuskegee Army Flying School and AAF 66th FTD, book published by Wings of America and filed at the Air Force Historical Research Agency under call number 289.28-100; Robert J. Jakeman, The Divided Skies (Tuscaloosa: University of Alabama Press, 1992), pp. 264-265; Lineage and honors history of the 53rd Test and Evaluation Group (formerly the 79th Fighter Group) at the Air Force Historical Research Agency. 62 Author’s personal conversations with Tuskegee Airmen George Hardy and William Holloman, and with journalist Ron Brewington; articles announcing the death of Eugene Smith as a Tuskegee Airman, November 2012, including WCPO news site, Cincinnati, Ohio, 26 Nov 2012, and Eagle Radio 99.3 FM website, Lawrenceburg, Indiana, 26 Nov 2012; Vevay Newspapers Online, 29 Nov 2012, “Eugene Smith, County Resident and Tuskegee Airman, Passes Away.” 63 Charles W. Dryden, A-Train: Memoirs of a Tuskegee Airman (Tuscaloosa: University of Alabama Press, 1997), pp. 144-147. 64 Lineage and honors histories of the 99th Flying Training Squadron (formerly 99th Fighter Squadron) and 332nd Expeditionary Operations Group (formerly 332nd Fighter Group) at the Air Force Historical Research Agency, in addition to their monthly histories from 1943-1945. 65 477th Fighter Group (formerly 477th Bombardment Group) lineage and honors history, and monthly histories of the 477th Bombardment Group in 1944 and 1945, at the Air Force Historical Research Agency. 66 Conversations of the author with several of the original Tuskegee Airmen at a series of fiveTuskegee Airmen Incorporated national conventions between 2007 and 2011. 67 Robert J. Jakeman, The Divided Skies (Tuscaloosa, AL: The University of Alabama Press, 1992, p. 221; Maurer Maurer, Combat Squadrons of the Air Force, World War II (Washington, DC: United States Government Printing Office, 1969), p. 329. 68 Information from Cheryl Ferguson of Tuskegee University archives, received on December 13, 2011. 69 Lewis Gould, American First Ladies: Their Lives and Their Legacy (Routledge, 2014), p. 294. 70 Information from Dr. Roscoe Brown, telephone conversation with Dr. Daniel Haulman on 13 December 2011. 71 James H. Doolittle and Carol V. Glines, I Could Never Be So Lucky Again (Atglen, PA: Schiffer Military Aviation History, 1991), p. 380. 72 Interview of Lee Archer by Dr. Lisa Bratton, conduced on 13 Mar 2001 in New York, NY, on file at Air Force Historical Research Agency under call number K239.0512-2580, p. 19. 73 Fifteenth Air Force mission folder for March 24, 1945, which includes all the fighter group narrative mission reports for the day, under call number 670.332 at the Air Force Historical Research Agency; Fifteenth Air Force Field Order 159 dated 23 March 1945, for the 24 March 1945 mission to Berlin. The order noted that the XV Fighter Command was to provide five groups for strong escort for the 5th Bombardment Wing (AFHRA call number 670.327, Mar-Apr 1945). The mission reports of the fighter groups confirm that five groups provided escort that day for the 5th Bombardment Wing that flew to Berlin. 74 Maurer Maurer, Combat Squadrons of the Air Force, World War II (Washington, DC: Office of Air Force History, 1969), pp. 329-330. The 99th Fighter Squadron was attached to four different white P-40 groups in the Mediterranean Theater before it joined the 332nd Fighter Group, and flew the same kinds of aircraft they did on the same kinds of missions. 75 Maurer Maurer, Combat Squadrons of the Air Force, World War II (Washington, DC: Department of the Air Force, 1969), pp. 230, 233-235, 329-330; Charles E. Francis, The Tuskegee Airmen: The Men Who Changed a Nation (Wellesley, MA: Branden Books, 2008), p. p. 75. 76 War Department General Order 23 dated 24 March 1944; War Department General Order 76 dated 8 September 1945. 77 Interview of Col. Philip G. Cochran by James Hasdorff, call number K239.0512-876 at the Air Force Historical Research Agency, p. 122. 78 Gail Buckley, American Patriots (New York: Random House, 2001), p. 288. 79 YouTube video of Dr. Russell Minton, recorded in January 2015 and posted on the internet. 80 Robert J. Jakeman, The Divided Skies (Tuscaloosa, AL: University of Alabama Press, 1992); J. Todd Moye, Freedom Flyers (Oxford, UK: Oxford University Press, 2010); History of Tuskegee Army Flying School, call number 289.28-100 at the Air Force Historical Research Agency). 81 Interview of Col. Philip G. Cochran by James Hasdorff, call number K239.0512-876 at the Air Force Historical Research Agency, p. 124.

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82 Lynn M. Homan and Thomas Reilly, Black Knights: the Story of the Tuskegee Airmen (Gretna, LA: Pelican Publishing Company, 2006), p. 105. 83 Corey Bridwell and Paige Osburn, “Tuskegee Airmen’s Legacy Celebrated at Compton’s Tomorrow’s Aeronautical Museum,” KPCC Radio page on internet, dated 19 Jan 2012;; Robert Roten, “Laramie Movie Scope: Red Tails,” (http://www.lariat.org/AT The Movies/new/redtails.html); Sundiata Cha-Jua, “Red Tails, A Historically Accurate Film?”. 84 Author’s visit to the National Museum of the United States Air Force in early 2012, where he viewed the trophy for the Las Vegas gunnery meets of 1949-1950 and the panel describing the trophy and the competition; copy of the names on the plate of the United States Air Force Gunnery Award, forwarded from Dr. Jeffery S. Underwood of the National Museum of the United States Air Force to Daniel L. Haulman as an attachment to a 7 May 2012 message. 85 National Museum of the United States Air Force Aircraft Catalog, edited by John King, 2011; Organization Record card of the National Museum of the United States Air Force, formerly the Air Force Museum and later the United States Air Force Museum, at the Air Force Historical Research Agency; Message from Dr. Jeffery S. Underwood of the National Museum of the United States Air Force to Daniel L. Haulman, dated 7 May 2012. 86“Desegregation of the Armed Forces,” Harry S. Truman Library and Museum website (http://www.trumanlibrary.org/whistlestop/study_collections/desegregation/large/index.php) 87 George Hardy, chairman of the Harry Sheppard historical research committee of the Tuskegee Airmen Incorporated; Alan L. Gropman, The Air Force Integrates (Washington, DC: Office of Air Force History, 1985), pp. 45-46, 55, 87-90. 88 Alan L. Gropman, The Air Force Integrates, 1945-1964 (Washington, DC: Office of Air Force History, 1985), pp. 87-89 and 295; Letter, Spaatz to Graves, 5 Apr 1948, in Special File 35, Negro Affairs, 1948, Secretary of the Air Force, National Archives Record Group 340; John T. Correll, “The Air Force, 1907-2007,” Air Force Magazine (September 2007); George Hardy, Chairman of the Harry A. Sheppard Historical Reseach Committee of the Tuskegee Airmen Incorporated. 89 John B. Holway, Red Tails: An Oral History of the Tuskegee Airmen (Minneola, NY: Dover Publications, 2011), p. 146 90 “Friendly Aircraft Markings,” contained in a folder, “Lead Check List,” among the documents of the Fifteenth Air Force, call number 670.328-1 at the Air Force Historical Research Agency (IRIS number 00247524) and correspondence of Daniel Haulman with Ron Spriggs that included testimony from Mr. James T. Sheppard, who maintained aircraft of the 332nd Fighter Group at Ramitelli Air Field in Italy during World War II. 91 Stanley Sandler, “Tuskegee Airmen,” in Ethnic and Racial Minorities in the U.S. Military: An Encyclopedia edited by Alexander Bielakowski (Santa Barbara, CA: ABC-CLIO, 2013), vol. II, pp. 691-692. 92 Robert J. Jakeman, The Divided Skies (Tuscaloosa, AL: The University of Alabama Press, 1992), pp. 270-271; J. Todd Moye, Freedom Flyers (Oxford, UK: Oxford University Press, 2010), p. 83. 93 James Doolittle, I Could Never Be So Lucky Again (Atglen, PA: Schiffer Military/Avaition History, 1995), p. 380. 94 AAF Field Manual 1-15, Tactics and Techniques of Air Fighting, 10 Apr 1942. 95 Benjamin O. Davis, Jr., Benjamin O. Davis, Jr., American (Washington, DC: Smithsonian Institution Press, 1991), pp. 118 and 122-123. 96 Letter, Gen. Henry “Hap” Arnold to Gen. George C. Marshall, 3 Nov 1943. 97 Letter, Gen. Henry “Hap” Arnold to Maj. Gen. James H. Doolittle, 25 Dec 1943. 98 Doolittle, I Could Never Be So Lucky Again, p. 380. 99 Richard G. Davis, Carl A. Spaatz and the Air War in Europe (Washington, DC: Center for Air Force History, 1993), pp. 319 and 394. 100 Daniel Haulman visit to Enlisted Heritage Hall, Gunter Annex, Maxwell Air Force Base, June 8, 2013. 101 Lineage and honors histories of the 332nd Fighter Group and its four squadrons, the 99th, 100th, 301st, 302nd Fighter Squadrons, on file at the Air Force Historical Research Agency at Maxwell Air Force Base. 102 Lineage and honors histories of the 8th Fighter Group and its four fighter squadrons during World War II (35th, 36th, and 80th), contained in Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983) and Maurer Maurer, Combat Squadrons of the Air Force, World War II (Washington, DC: USAF Historical Division, Air University, 1969).

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103 Lineage and Honors history of the 1st Air Commando Group, contained in Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983), p. 19, and research by Barry Spink of the Air Force Historical Research Agency. 104 Maurer Maurer, Combat Squadrons of the Air Force, World War II (Washington, DC: USAF Historical Division, Air University, Department of the Air Force, 1969), pp. 314-316, 329-330 and 372-374. 105 Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983), pp. 21-24, 83-85 and 212-213. 106 Victor Barbosa, “Roscoe Brown: a True American Hero,” in The Springfield Student, Online independent news for Springfield College, published on February 14, 2013 by Springfield College Student Media. 107 Charles E. Francis, The Tuskegee Airmen: The Men Who Changed a Nation (Boston: Branden Books, 2008), originally copyrighted in 1955 by Charles E. Francis. 108 Tuskegee Airmen Incorporated Membership Directory, July 2010, p. 1. 109 Joseph Caver, Jerome Ennels, and Daniel Haulman, The Tuskegee Airmen: An Illustrated History, 1939-1949 (Montgomery, AL: New South Books, 2011), pp. 141-150. 110 E-mail from LaVone Kay, Marketing Director, CAF Red Tail Squadron, with the Rise Above Traveling Exhibit, to Daniel Haulman in response to a question from Adolphus H. Bledsoe, Jr. 111Charlene Smith, Tuskegee Airman: The Biography of Charles E. McGee, Air Force Fighter Combat Record Holder (Boston: Branden Publishing Company, 1999), p. 174. 112 Telephone call, voice message, Alan Gropman to Daniel Haulman, 29 July 2013. 113 “The Volunteer States Goes to War: A Salute to Tennessee Veterans,” electronic pamphlet issued by the Tennessee State Library and Archives. 114 John L. Frisbee, “The Pinnacle of Professionalism,” Air Force Magazine (February 1987), p. 109; “Ralph S. Parr, Fighter Pilot,” Daedalus Flyer, vol. XXXVI, no. 2 (Summer 1996), pp. 15-21; e-mail, Barrett Tillman to Daniel Haulman, 22 July 2013. 115 Dr. John W. Kitchens, “They Also Flew: Pioneer Black Army Aviators,” published in two consecutive issues of U.S. Army Aviation Digest (Sep/Oct and Nov/Dec 1994). 116 James R. McGovern, Black Eagle: General Daniel ‘Chappie’ James, Jr. (Tuscaloosa, AL: The University of Alabama Press, 1985, pp. 45-46. 117 LeRoy F. Gillead, The Tuskegee Aviation Experiment and Tuskegee Airmen, 1939-1949 (published by the author in 1994); E-mails from Alan Gropman to Daniel Haulman dated July 29, 2013 and December 3, 2013; E-mails from Mr. Guy Franklin to Daniel Haulman dated December 3, 2013; Major John D. Murphy, “The Freeman Field Mutiny: A Study in Leadership,” research paper written for Air Command and Staff College of Air University in March 1997 . 118 Gail Buckley, American Patriots: The Story of Blacks in the Military from the Revolution to Desert Storm (New York: Random House, 2001), pp. 277 and 294. 119 Histories of the 99th Fighter Squadron at the Air Force Historical Research Agency. 120 Histories of the 332nd Fighter Group, and daily narrative mission reports of the group, from January 1944 through April 1945, at the Air Force Historical Research Agency. 121 31st Fighter Group history for April 1945, at Air Force Historical Research Agency. 122 Lineage and honors histories of the 31st and 332nd Fighter Groups. 123 Histories of the 57th Fighter Group and the 64th and 66th Fighter Squadrons. 124 Remarks by Arizona Governor Jan Brewer on Arizona Senate Bill 1128, September 26, 2013. 125 57th Fighter Group history. 126 Maurer Maurer, Air Force Combat Units of World War II (Washington, DC: Office of Air Force History, 1983), pp. 120 and 212. 127 Le Roy Guillead, The Tuskegee Aviation Experiment and Tuskegee Airmen, 1939-1949 (San Francisco, CA: Balm-Bomb in Gillead, 1994), pp. 67, 69, and 71. 128 Le Roy Gillead, The Tuskegee Aviation Experiment and Tuskegee Airmen, 1939-1949 (San Francisco, CA: Balm-Bomb in Gillead, 1994), p. 71. 129 Narrative mission reports of the 332nd Fighter Group between early June 1944 and the end of April 1945, contained in monthly histories of the group, prepared by the 332nd Fighter Group during the war. 130 Victoria Wolk, “Member of Tuskegee Airmen Visits North Penn School District for Black History Month,” Montgomery News, February 25, 2014; John Holway, Red Tails: An Oral History of the Tuskegee Airmen (Mineola, NY: Dover Publications, 2011), p. 11; Lawrence P. Scott and William M. Womack, Jr.,

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Double V: The Civil Rights Struggle of the Tuskegee Airmen (East Lansing, Michigan: Michigan State University Press, 1992), p. 41; Robert J. Jakeman, The Divided Skies (Tuscaloosa, AL: The University of Alabama Press, 1992), p. 8. 131 Cheryl Allison, “Many Calling on U.S. Postal Service to Honor Bryn Mawr Native, Tuskegee Airman C. Alfred ‘Chief’ Anderson in Stamp,” Mainline Media News, Feb. 3, 2014 (http://www.mainlinemedianews.com);; Pope Brock, “Chief Anderson,” People Magazine (28 November 1998);; C. Alfred Anderson Legacy Foundation website article, “Father of Black Aviation,” (http://chief anderson.com). 132 J. Todd Moye, Freedom Flyers: The Tuskegee Airmen of World War II (Oxford, UK: Oxford University Press, 2010), p. 45; Von Hardesty, Black Wings: Courageous Stories of African Americans in Aviation and Space History (New York: HarperCollins, 2008), p. 52; Samuel L. Broadnax, Blue Skies, Black Wings: African American Pioneers of Aviation (Lincoln, Nebraska: University of Nebraska Press, 2007, p. 19; Cheryl Allison, “Many Calling on U.S. Postal Service to Honor Bryn Mawr Native, Tuskegee Airman C. Alfred ‘Chief’ Anderson in Stamp,” Mainline Media News, Feb. 3, 2014 (http://www.mainlinemedianews.com) . 133 Tuskegee Army Air Field history, March-April 1945, vol. 1, call number 289.28-9 at the Air Force Historical Research Agency. 134Charlene E. McGee Smith, Tuskegee Airman: The Biography of Charles E. McGee (Boston, MA: Branden Publishing Company, 1999), p. 28. 135 Robert J. Jakeman, The Divided Skies (Tuscaloosa, AL: The University of Alabama Press, 1992), pp. 98, 102-103. 136 Robert J. Jakeman, The Divided Skies (Tuscaloosa, AL: The University of Alabama Press, 1992), p. 183. 137 LeRoy Gillead, The Tuskegee Aviation Experiment and Tuskegee Airmen, 1939-1949 (San Francisco, CA: Balm-Bomb in Gillead, 1994), p. 22-23. 138 Robert J. Jakeman, The Divided Skies (Tuscaloosa, AL: The University of Alabama Press, 1992), pp. 187, 197, 206, 211, 221, 228, 240); War Department Adjutant General letter 320.2 (Feb 18, 1941) dated March 19, 1941 (effective March 19, 1941). 139 Charles W. Dryden, A Train: Memoirs of a Tuskegee Airman (Tuscaloosa, AL: The University of Alabama Press, 1997), pp. 110-111; J. Todd Moye, Freedom Flyers (Oxford, UK: Oxford University Press, 2010), pp. 37-38. 140Lt. Col. Michael Lee Lanning, The African-American Soldier (New York: Citadel Press, 2004), p. 191. 141 J. Todd Moye, Freedom Flyers (Oxford, UK: Oxford University Press, 2010), pp. 31-32; Robert J. Jakeman, The Divided Skies (Tuscaloosa, AL: The University of Alabama Press, 1992), pp. 188-189, 201-202. 142 Wikipedia article on C. Alfred “Chief” Anderson, accessed on March 18, 2014;; Newspaper articles published in March 2014 regarding the announcement of a new U.S. Postal Service stamp often made it appear that Charles “Chief” Anderson was the most important of all the flight instructors at Tuskegee, when in reality he was involved in only the first of the three flying training phases. 143 Histories of Tuskegee Army Air Field, call number 289.28-9 and 289.28-10 at the Air Force Historical Research Agency. 144 Aaron J. McKean, America’s Beautiful National Parks (Atlanta, GA: Whitman Publishing, 2014), p. 120. 145 Histories of Tuskegee Army Air Field, 2143rd Army Air Forces Base Unit, during 1941-1946, call number 289.28 at the Air Force Historical Research Agency. 146 Robert J. Jakeman, The Divided Skies (Tuscaloosa, AL: The University of Alabama Press, 1992), p. 245. 147 Score sheets from the 1949 USAF gunnery meet at Las Vegas, NV, voucher no. 40, furnished by 99 ABW historian Gerald A. White, Jr. 148 USAF Historical Study 81, USAF Credits for the Destruction of Enemy Aircraft, Korean War (Washington, DC: Office of Air Force History, 1975; Aces and Aerial Victories: The United States Air force in Southeast Asia, 1965-1973 (Washington, DC: Office of Air Force History, 1976). 149 Howard C. “Scrappy” Johnson, Scrappy: Memoir of a U.S. Fighter Pilot in Korea and Vietnam (Ian A. O. C. McFarland, 2007), p. 119. 150 Benjamin O. Davis, Jr., Benjamin O. Davis, Jr., American (Washington, DC: Smithsonian Institution Press, 1991), p. 48; National Aviation Hall of Fame Website, under Benjamin O. Davis, Jr.

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151Alexander M. Bielakowski, editor, Ethnic and Racial Minorities in the U.S. Military; An Encyclopedia, vol. I, entry on Benjamin O. Davis, Jr. by Rae M. Bielakowski (Santa Barbara, CA: ABC-CLIO, 2013), p. 148. 152 The author attended some ceremonies in Tuskegee in which he heard Col. Roosevelt Lewis called a “second-generation Tuskegee Airman. 153 Public Law 109-213, 109th Congress, April 11, 2006, section 2. 154The author watched the Tuskegee Airmen gold medal ceremony that was broadcast on national television, 29 March 2007. He also saw the original gold medal on display at the National Air and Space Museum in Washington, D.C., in 2014. He also ordered a replica of the medal, which he donated to the National World War II Museum. 155 One example is John McCaskill, who attempted to honor a Tuskegee Airman who had missed the gold medal ceremony in Washington, D.C. in March 2007, and who he thought deserved to receive a Congressional Gold Medal, too. 156 SSgt. Richard Wrigley, “95-year-old Tuskegee Air(wo)man Receives Congressional Gold Medal,” Army News Service, 21 Apr 2015. 157 Charles M. Murphy, “Tuskegee Airman, Lt. Col. Leo Gray, Speaks at Okeechobee Correctional,” Okeechobee News, 23 Apr 2015. 158 The author saw a sign with the Tuskegee Airmen Congressional Gold Medal, at the National Air and Space Museum, which noted that it was now the property of the National Museum of African American History and Culture. 159 S. H. Kelly, “Seven World War II Veterans to Receive Medals of Honor,” Army News Service, 1997. 160 Conversation between Lt Col Leo Gray and Daniel Haulman, by telephone, 30 March 2015. 161 https://www.youtube.com/watch?v=16-4veOJFC4 and E-mail from Ron Albers to Daniel Haulman, referring to a meeting at Osceola High School in Kissimmee, Florida in the spring of 2015. The e-mail was sent on 20 May 2015. 162 Histories of the 99th Fighter Squadron at the Air Force Historical Research Agency; Robert Goralski, World War II Almanac, 1931-1945 (New York: G. P. Putnam’s Sons, 1981), pp. 260, 265-266. 163 Alan L. Gropman, The Air Force Integrates, 1945-1964 (Washington, DC: Office of Air Force History, 1985), p. 8. 164 Jeff Jardine, “Tuskegee Airmen Pilot, 91, Wants Record Set Straight,” The Modesto Bee, August 26, 2015. 165 Robert Goralski, World War II Almanac, 1931-1945 (New York: G. P. Putnam’s Sons, 1981), p. 404. 166 306 Fighter Wing Composite Mission Reports for May 1945. The May 7, 1945 report is numbered 176. These documents are stored at the Air Force Historical Research Agency under call number WG-306-HI, May 1945. The IRIS reference number is 00109052. The 332nd Fighter Group history for May 1945 is consistent. Its call number is GP-332-HI, May 1945. 167 306 Fighter Wing Composite Mission Report number 176, as of 2000 hours, 7 May 1945. 168 Lineage and honors history of the 332nd Fighter Group (later 332nd Air Expeditionary Group); May 1945 history of the 332nd Fighter Group; Maurer Maurer, Combat Squadrons of the Air Force, World War II (Washington, DC: US Government Printing Office, 1969), pp. 329, 332, and 365. 169 332nd Fighter Group history, May 1945, at Air Force Historical Research Agency. 170 Kit C. Carter and Robert Mueller, editors, The Army Air Forces in World War II Combat Chronology, 1941-1945 (Albert F. Simpson Historical Research Center and Office of Air Force History, 1973), p. 647. 171 Fifteenth Air Force Mission Reports for May 1945, filed under Air Force Historical Research Agency call number 670.332 and the date. 172 An example is the account of the incident in Gail Buckley’s American Patriots: The Story of Blacks in the Military from the Revolution to Desert Storm (New York: Random House, 2001). 173 Lt. Col. James C. Warren, The Tuskegee Airmen Mutiny at Freeman Field (Vacaville, CA: Conyers Publishing Company, 1995). Warren was one of those arrested, and he lists the others who were arrested with him.